Two-dimensional (zonally averaged) photochemical models are commonly used for calculations of ozone changes due to various perturbations. These include calculating the ozone change expected as a result of change in the lower stratospheric composition due to the exhaust of a fleet of supersonic aircraft flying in the lower stratosphere. However, zonal asymmetries are anticipated to be important to this sort of calculation. The aircraft are expected to be restricted from flying over land at supersonic speed due to sonic booms, thus the pollutant source will not be zonally symmetric. There is loss of pollutant through stratosphere/troposphere exchange, but these processes are spatially and temporally inhomogeneous. Asymmetry in the pollutant distribution contributes to the uncertainty in the ozone changes calculated with two dimensional models. Pollutant distributions for integrations of at least 1 year of continuous pollutant emissions along flight corridors are calculated using a three dimensional chemistry and transport model. These distributions indicate the importance of asymmetry in the pollutant distributions to evaluation of the impact of stratosphericaircraft on ozone. The implications of such pollutant asymmetries to assessment calculations are discussed, considering both homogeneous and heterogeneous reactions.

The extent to which fuel sulfur is converted to SO{sub 3} during combustion and the subsequent turbine flow in supersonic and subsonic aircraft engines is estimated numerically. The analysis is based on: a flamelet model with non-equilibrium sulfur chemistry for the combustor, and a one-dimensional, two-stream model with finite rate chemical kinetics for the turbine. The results indicate that between 2% and 10% of the fuel sulfur is emitted as SO{sub 3}. It is also shown that, for a high fuel sulfur mass loading, conversion in the turbine is limited by the level of atomic oxygen at the combustor exit, leading to higher SO{sub 2} oxidation efficiency at lower fuel sulfur loadings. While SO{sub 2} and SO{sub 3} are the primary oxidation products, the model results further indicate H{sub 2}SO{sub 4} levels on the order of 0.1 ppm for supersonic expansions through a divergent nozzle. This source of fully oxidized S(6) (SO{sub 3} + H{sub 2}SO{sub 4}) exceeds previously calculated S(6) levels due to oxidation of SO{sub 2} by OH in the exhaust plume outside the engine nozzle. (author) 26 refs.

The extent to which fuel sulfur is converted to SO{sub 3} during combustion and the subsequent turbine flow in supersonic and subsonic aircraft engines is estimated numerically. The analysis is based on: a flamelet model with non-equilibrium sulfur chemistry for the combustor, and a one-dimensional, two-stream model with finite rate chemical kinetics for the turbine. The results indicate that between 2% and 10% of the fuel sulfur is emitted as SO{sub 3}. It is also shown that, for a high fuel sulfur mass loading, conversion in the turbine is limited by the level of atomic oxygen at the combustor exit, leading to higher SO{sub 2} oxidation efficiency at lower fuel sulfur loadings. While SO{sub 2} and SO{sub 3} are the primary oxidation products, the model results further indicate H{sub 2}SO{sub 4} levels on the order of 0.1 ppm for supersonic expansions through a divergent nozzle. This source of fully oxidized S(6) (SO{sub 3} + H{sub 2}SO{sub 4}) exceeds previously calculated S(6) levels due to oxidation of SO{sub 2} by OH in the exhaust plume outside the engine nozzle. (author) 26 refs.

To estimate the effect of subsonic and supersonic aircraftexhaust on the stratospheric concentration of NO(y), we employ a trajectory model initialized with air parcels based on the standard release scenarios. The supersonic exhaust simulations are in good agreement with 2D and 3D model results and show a perturbation of about 1-2 ppbv of NO(y) in the stratosphere. The subsonic simulations show that subsonic emissions are almost entirely trapped below the 380 K potential temperature surface. Our subsonic results contradict results from most other models, which show exhaust products penetrating above 380 K, as summarized. The disagreement can likely be attributed to an excessive vertical diffusion in most models of the strong vertical gradient in NO(y) that forms at the boundary between the emission zone and the stratosphere above 380 K. Our results suggest that previous assessments of the impact of subsonic exhaust emission on the stratospheric region above 380 K should be considered to be an upper bound.

The reduction of contamination of sensitive atmospheric layers by improved flight planning steps, is investigated. Calculated results have shown, that a further development of flight track planning allows considerable improvements on fuel consumption and exhaust emissions. Even if air traffic will further increase, optimistic investigations forecast a reduction of the environmental damage by aircraftexhausts, if the effects of improved flight track arrangement and engine innovations will be combined. (R.P.) 4 refs.

A 2-day symposium on the reduction of exhaust emissions from aircraft piston engines was held on September 14 and 15, 1976, at the Lewis Research Center in Cleveland, Ohio. Papers were presented by both government organizations and the general aviation industry on the status of government contracts, emission measurement problems, data reduction procedures, flight testing, and emission reduction techniques.

Our purpose in this proposal was to determine the feasibility of using carbon dioxide, possibly obtained from aircraftexhaust gases as a substance to inert the fuel contained in fuel tanks aboard aircraft. To do this, we decided to look at the effects carbon dioxide has upon commercial Jet-A aircraft fuel. In particular, we looked at the solubility of CO2 in Jet-A fuel, the pumpability of CO2-saturated Jet-A fuel, the flashpoint of Jet-A fuel under various mixtures of air and CO2, the static outgassing of CO2-Saturated Jet-A fuel and the dynamic outgassing of Jet-A fuel during pumping of Jet-A fuel.

Aerosol formation and growth in the exhaust plume of the ATTAS aircraft at an altitude of approximately 9 km, burning fuels with 2 ppmm sulfur (`low`) and 266 ppmm (`high`) sulfur has been modeled using an aerosol dynamics model for nucleation, vapor condensation and coagulation, coupled to a 2-dimensional, axisymmetric flow code to treat plume dilution and turbulent mixing. For both the `low` and `high` sulfur fuels, approximately 60% of the available water had condensed within the first 200 m downstream of the exhaust exit. The contrail particle diameters ranged between 0.4 to 1.6 {mu}m. However, the size distributions as a function of radial position for the `low` sulfur plume were broader than the corresponding distributions for the `high` sulfur plume. The model results indicate for a fuel sulfur mass loading of 2 ppmm, sulfuric acid remains a viable activating agent and that the differences in the contrail particle size distributions for sulfur mass loadings between 2 ppmm and 260 ppmm would be difficult to detect. (author) 12 refs.

Aerosol formation and growth in the exhaust plume of the ATTAS aircraft at an altitude of approximately 9 km, burning fuels with 2 ppmm sulfur (`low`) and 266 ppmm (`high`) sulfur has been modeled using an aerosol dynamics model for nucleation, vapor condensation and coagulation, coupled to a 2-dimensional, axisymmetric flow code to treat plume dilution and turbulent mixing. For both the `low` and `high` sulfur fuels, approximately 60% of the available water had condensed within the first 200 m downstream of the exhaust exit. The contrail particle diameters ranged between 0.4 to 1.6 {mu}m. However, the size distributions as a function of radial position for the `low` sulfur plume were broader than the corresponding distributions for the `high` sulfur plume. The model results indicate for a fuel sulfur mass loading of 2 ppmm, sulfuric acid remains a viable activating agent and that the differences in the contrail particle size distributions for sulfur mass loadings between 2 ppmm and 260 ppmm would be difficult to detect. (author) 12 refs.

Concentrations of HO{sub x} (OH and HO{sub 2}) have been obtained in the exhaust plumes of an Air France Concorde and a NASA ER-2 in the lower stratosphere and the NASA DC-8 in the upper troposphere using instruments aboard the NASA ER-2. These fast-time response in situ measurements are used in conjunction with simultaneous in situ measurements of other key exhaust species (NO, NO{sub 2}, NO{sub y}, H{sub 2}O, and CO) to analyze the emissions of HO{sub x} from each aircraft under a variety of conditions. The data are used to establish a general description of gas phase plume chemistry that is easily implemented in a photochemical model. This model is used to determine the amount of HO{sub x} emitted from the engines and the gas phase oxidation rates of nitrogen and sulfur species in the exhaust plumes. (author) 10 refs.

Concentrations of HO{sub x} (OH and HO{sub 2}) have been obtained in the exhaust plumes of an Air France Concorde and a NASA ER-2 in the lower stratosphere and the NASA DC-8 in the upper troposphere using instruments aboard the NASA ER-2. These fast-time response in situ measurements are used in conjunction with simultaneous in situ measurements of other key exhaust species (NO, NO{sub 2}, NO{sub y}, H{sub 2}O, and CO) to analyze the emissions of HO{sub x} from each aircraft under a variety of conditions. The data are used to establish a general description of gas phase plume chemistry that is easily implemented in a photochemical model. This model is used to determine the amount of HO{sub x} emitted from the engines and the gas phase oxidation rates of nitrogen and sulfur species in the exhaust plumes. (author) 10 refs.

Volatile organic compounds (VOCs) represent a significant fraction of atmospheric aerosol. However the role of organic species emitted by aircraft (as a consequence of the incomplete combustion of fuel in the engine) in nucleation of new volatile particles still remains rather speculative and requires a much more detailed analysis of the underlying mechanisms. Measurements in aircraftexhaust plumes have shown the presence of both different non-methane VOCs (e.g. PartEmis project) and numerous organic cluster ions (MPIK-Heidelberg). However the link between detected organic gas-phase species and measured mass spectrum of cluster ions is uncertain. Unfortunately, up to now there are no models describing the thermodynamics of the formation of primary organic cluster ions in the exhaust of aircraft engines. The aim of this work is to present first results of such a model development. The model includes the block of thermodynamic data based on proton affinities and gas basicities of organic molecules and the block of non-equilibrium kinetics of the cluster ions evolution in the exhaust. The model predicts important features of the measured spectrum of positive ions in the exhaust behind aircraft. It is shown that positive ions emitted by aircraft engines into the atmosphere mostly consist of protonated and hydrated organic cluster ions. The developed model may be explored also in aerosol investigations of the background atmosphere as well as in the analysis of the emission of fine aerosol particles by automobiles.

Jet aircraft emit large quantities of ultrafine volatile aerosols, as well as soot parti- cles, into the environment. To determine the long-term effects of these emissions, a better understanding of the mechanisms that control particle formation and evolution is needed, including the number and size dispersion. A recent explanation for aerosol nucleation in a jet wake involves the condensation of sulfuric acid vapor, and cer- tain organic compounds, onto charged molecular clusters (chemiions) generated in the engine combustors (Yu and Turco, 1997). Massive charged aggregates, along with sulfuric acid and organic precursor vapors, have been detected in jet plumes under cruise conditions. In developing the chemiion nucleation theory, Yu and Turco noted that ion-ion recombination in the engine train and jet core should limit the chemiion emission index to 1017/kg-fuel. This value is consistent with ion-ion recombination coefficients of 1×10-7 cm3/s over time scales of 10-2 s. However, the evolution of the ions through the engine has not been adequately studied. The conditions at the combustor exit are extreme-temperatures approach 1500 K, and pressures can reach 30 atmospheres. In this presentation, we show that as the combustion gases expand and cool, two- and three-body ion-ion recombination processes control the chemiion concentration. The concepts of mutual neutralization and Thomson recombination are first summarized, and appropriate temperature and pressure dependent recombination rate coefficients are derived for the aircraft problem. A model for ion losses in jet exhaust is then formulated using an "invariance" principle discussed by Turco and Yu (1997) in the context of a coagulating aerosol in an expanding plume. This recombina- tion model is applied to estimate chemiion emission indices for a range of operational engine conditions. The predicted ion emission rates are found to be consistent with observations. We discuss the sources of variance in chemiion

Winter 2015/2016 experienced a strong El Nino that was heavily observed by aircraft, radiosonde and satellite platforms. During the National Oceanographic and Atmospheric Administration's (NOAA) Sensing Hazards with Operational Unmanned Technology (SHOUT)/El Nino Rapid Response (ENRR) flights of the NASA Global Hawk, in situ ozone measurements were made in the lower stratosphere over the Pacific. These will be contrasted with ozone measurements taken during La Nina and ENSO neutral conditions during past Global Hawk aircraft campaigns. Additionally, lower stratospheric water vapor and ozone measurements from the Microwave Limb Sounder satellite instrument and stratospheric ice measurements above the tropopause from the Cloud-Aerosol Aerosol Lidar with Orthogonal Polarization (CALIOP) will be presented. Our aircraft ozone measurements are higher for the El Nino flights than during other missions previously sampled, while zonally averaged lower stratospheric water vapor and central Pacific ice path above the tropopause reached record highs. Implications and possible reasons for these anomalous observations will be discussed. Winter 2015/2016 experienced a strong El Nino that was heavily observed by aircraft, radiosonde and satellite platforms. During the National Oceanographic and Atmospheric Administration's (NOAA) Sensing Hazards with Operational Unmanned Technology (SHOUT)/El Nino Rapid Response (ENRR) flights of the NASA Global Hawk, in situ ozone measurements were made in the upper troposphere and lower stratosphere (UTLS) over the Pacific. These will be contrasted with ozone measurements made during La Nina and ENSO neutral conditions during past Global Hawk aircraft campaigns. Additionally, UTLS water vapor and ozone measurements from the Microwave Limb Sounder (MLS) satellite instrument and stratospheric ice measurements above the tropopause from the Cloud-Aerosol Aerosol Lidar with Orthogonal Polarization (CALIOP) will be presented. Our aircraft ozone

The dispersion of aircraft emissions is investigated at cruising levels, i.e. in the free, stably stratified atmosphere near the tropopause. The study is based on large-eddy simulations in a domain of size 4.3 x 1.1{sup 2} km{sup 3} where the combined effects of typical atmospheric stratification, shear and turbulence are considered. The effect of a breaking gravity wave on the dispersion of the exhaust is analyzed. The mixing processes during the late wake flow are evaluated, i.e. in the dispersion and diffusion regimes when the organized flow by the wing tip vortices has ceased and the atmospheric motions gradually dominate the events. (R.P.) 7 refs.

The dispersion of aircraft emissions is investigated at cruising levels, i.e. in the free, stably stratified atmosphere near the tropopause. The study is based on large-eddy simulations in a domain of size 4.3 x 1.1{sup 2} km{sup 3} where the combined effects of typical atmospheric stratification, shear and turbulence are considered. The effect of a breaking gravity wave on the dispersion of the exhaust is analyzed. The mixing processes during the late wake flow are evaluated, i.e. in the dispersion and diffusion regimes when the organized flow by the wing tip vortices has ceased and the atmospheric motions gradually dominate the events. (R.P.) 7 refs.

We describe a new parameterization of polar stratospheric clouds (PSCs) which was written for and incorporated into the three-dimensional (3-D) chemistry and transport model (CTM) developed for NASA's Atmospheric Effects of Aviation Project (AEAP) by the Global Modeling Initiative (GMI). The parameterization was designed to respond to changes in NO y and H 2 O produced by high-speed civilian transport (HSCT) emissions. The parameterization predicts surface area densities (SADs) of both Type 1 and Type 2 PSCs for use in heterogeneous chemistry calculations. Type 1 PSCs are assumed to have a supercooled ternary sulfate (STS) composition, and Type 2 PSCs are treated as water ice with a coexisting nitric acid trihydrate (NAT) phase. Sedimentation is treated by assuming that the PSC particles obey lognormal size distributions, resulting in a realistic mass flux of condensed phase H 2 O and HNO 3 . We examine a simulation of the Southern Hemisphere high-latitude lower stratosphere winter and spring seasons driven by temperature and wind fields from a modified version of the National Center for Atmospheric Research (NCAR) Middle Atmosphere Community Climate Model Version 2 (MACCM2). Predicted PSC SADs and median radii for both Type 1 and Type 2 PSCs are consistent with observations. Gas phase HNO 3 and H 2 O concentrations in the high-latitude lower stratosphere qualitatively agree with Cryogenic Limb Array Etalon Spectrometer (CLAES) HNO 3 and Microwave Limb Sounder (MLS) H 2 O observations. The residual denitrification and dehydration of the model polar vortex after polar winter compares well with atmospheric trace molecule spectroscopy (ATMOS) observations taken during November 1994. When the NO x and H 2 O emissions of a standard 500-aircraft HSCT fleet with a NO x emission index of 5 are added, NO x and H 2 O concentrations in the Southern Hemisphere polar vortex before winter increase by up to 3%. This results in earlier onset of PSC formation, denitrification, and

Recently, we successfully demonstrated a new compact and robust ozone DIAL lidar for smaller aircraft such as the NASA B200 and the ER-2 high-altitude aircraft. This is the first NASA airborne lidar to incorporate advanced solid-state lasers to produce the required power at the required ultraviolet wavelengths, and is compact and robust enough to operate nearly autonomously on the high-altitude ER-2 aircraft. This technology development resulted in the first new NASA airborne ozone DIAL instrument in more than 15 years. The combined ozone, aerosol, and clouds measurements provide valuable information on the chemistry, radiation, and dynamics of the atmosphere. In particular, from the ER-2 it offers a unique capability to study the upper troposphere and lower stratosphere.

Full Text Available Recently, we successfully demonstrated a new compact and robust ozone DIAL lidar for smaller aircraft such as the NASA B200 and the ER-2 high-altitude aircraft. This is the first NASA airborne lidar to incorporate advanced solid-state lasers to produce the required power at the required ultraviolet wavelengths, and is compact and robust enough to operate nearly autonomously on the high-altitude ER-2 aircraft. This technology development resulted in the first new NASA airborne ozone DIAL instrument in more than 15 years. The combined ozone, aerosol, and clouds measurements provide valuable information on the chemistry, radiation, and dynamics of the atmosphere. In particular, from the ER-2 it offers a unique capability to study the upper troposphere and lower stratosphere.

This report assesses the potential atmospheric impacts of a proposed fleet of high-speed civil transport (HSCT) aircraft. The purpose of the report is to assess the effects of HSCT's on atmospheric composition and climate in order to provide a scientific basis for making technical, commercial, and environmental policy decisions regarding the HSCT fleet. The work summarized here was carried out as part of NASA's Atmospheric Effects of Aviation Project (a component of the High-Speed Research Program) as well as other NASA, U.S., and international research programs. The principal focus is on change in stratospheric ozone concentrations. The impact on climate change is also a concern. The report describes progress in understanding atmospheric processes, the current state of understanding of HSCT emissions, numerical model predictions of HSCT impacts, the principal uncertainties in atmospheric predictions, and the associated sensitivities in predicted effects of HSCT'S.

When exhaust gases from an aircraft engine mix with ambient air the humidity may reach water saturation and water droplets will form on the available cloud condensation nuclei (CCN). It is still not resolved if the CCN, on which the cloud droplets form, are mainly particles present in the ambient air or particles emitted by the aircraft. It the exhaust from a jet engine the particles are believed to consist mainly of black carbon (BC) and sulfate. The aim is to study, with the help of a numerical model, how a two-component aerosol (i.e. BC and sulfate) in an exhaust trail may be transformed in terms of hygroscopicity by coagulation mixing and how this may depend on the sulfur content in the fuel. (R.P.) 15 refs.

In order to match in-situ measured concentrations of NO and NO{sub 2} in the wake, dilution factors or entrainment rates have to be used which take into account that the largest fraction of the exhaust is captured by the wing tip vortices. This fraction defines the primary wake. Baroclinicity and turbulence detrains parts of it later into the secondary wake. Both wake regimes undergo different chemical and microphysical histories. The rates {omega} are determined at which ambient air becomes entrained into the primary and the secondary portion of the exhaust plume. Numerical simulations of the highly resolved wake is used of cruising aircraft under typical atmosphere conditions with and without ambient turbulence. The simulations are oriented on a case where exhaust and dynamical data behind an eastbound travelling B-747 aircraft have been collected in-situ over the North-Atlantic east of Ireland. (author) 7 refs.

When exhaust gases from an aircraft engine mix with ambient air the humidity may reach water saturation and water droplets will form on the available cloud condensation nuclei (CCN). It is still not resolved if the CCN, on which the cloud droplets form, are mainly particles present in the ambient air or particles emitted by the aircraft. It the exhaust from a jet engine the particles are believed to consist mainly of black carbon (BC) and sulfate. The aim is to study, with the help of a numerical model, how a two-component aerosol (i.e. BC and sulfate) in an exhaust trail may be transformed in terms of hygroscopicity by coagulation mixing and how this may depend on the sulfur content in the fuel. (R.P.) 15 refs.

In order to match in-situ measured concentrations of NO and NO{sub 2} in the wake, dilution factors or entrainment rates have to be used which take into account that the largest fraction of the exhaust is captured by the wing tip vortices. This fraction defines the primary wake. Baroclinicity and turbulence detrains parts of it later into the secondary wake. Both wake regimes undergo different chemical and microphysical histories. The rates {omega} are determined at which ambient air becomes entrained into the primary and the secondary portion of the exhaust plume. Numerical simulations of the highly resolved wake is used of cruising aircraft under typical atmosphere conditions with and without ambient turbulence. The simulations are oriented on a case where exhaust and dynamical data behind an eastbound travelling B-747 aircraft have been collected in-situ over the North-Atlantic east of Ireland. (author) 7 refs.

Aircraft have become the fastest, fairly convenient and, in most cases of long-distance travel, most economical mode of travel. This is reflected in the increase of commercial air traffic at a rate of 6% per year since 1978. Future annual growth rates of passenger miles of 4% for domestic and 6% for international routes are projected. A still larger annual increase of 8.5% is expected for the Asia/Pacific region. To meet that growth, Boeing predicts the addition of 15,900 new aircraft to the world's fleets, valued at more than $1.1 trillion, within the next 20 years. The largest concern of environmental consequences of aircraft emissions deals with ozone (O3), because: (1) the O3 layer protects the blaspheme from short-ultraviolet radiation that can cause damage to human, animal and plant life, and possibly affect agricultural production and the marine food chain; (2) O3 is important for the production of the hydroxyl radical (OH) which, in turn, is responsible for the destruction of other greenhouse gases, e.g., methane (CH4) and for the removal of other pollutants, and (3) O3 is a greenhouse gas. Additional information is contained in the original extended abstract.

The questions of model predictions of aircraft emission impacts on the ozone variations are considered. Using the NMC data it is shown that the stratospheric circulation underwent the abrupt transition to a new regime in summer 1980. The strong correlations are found between the monthly mean total ozone and stratospheric angular momentum anomalies during 1979-1991. The natural long-term changes of transport processes are necessary to take into account in model simulations of anthropogenic impacts on the ozone layer. (author) 12 refs.

The questions of model predictions of aircraft emission impacts on the ozone variations are considered. Using the NMC data it is shown that the stratospheric circulation underwent the abrupt transition to a new regime in summer 1980. The strong correlations are found between the monthly mean total ozone and stratospheric angular momentum anomalies during 1979-1991. The natural long-term changes of transport processes are necessary to take into account in model simulations of anthropogenic impacts on the ozone layer. (author) 12 refs.

Full Text Available Infrared (IR molecular spectroscopy is proposed to perform remote measurements of NOx concentrations in the exhaust plume and wake of aircraft. The computer model NIRATAM is applied to simulate the physical and chemical properties of the exhaust plume and to generate low resolution IR spectra and synthetical thermal images of the aircraft in its natural surroundings. High-resolution IR spectra of the plume, including atmospheric absorption and emission, are simulated using the molecular line-by-line radiation model FASCODE2. Simulated IR spectra of a Boeing 747-400 at cruising altitude for different axial and radial positions in the jet region of the exhaust plume are presented. A number of spectral lines of NO can be identified that can be discriminated from lines of other exhaust gases and the natural atmospheric background in the region around 5.2 µm. These lines can be used to determine NO concentration profiles in the plume. The possibility of measuring nitrogen dioxide NO2 is also discussed briefly, although measurements turn out to be substantially less likely than those of NO. This feasibility study compiles fundamental data for the optical and radiometric design of an airborne Fourier transform spectrometer and the preparation of in-flight measurements for monitoring of aircraft pollutants.

Full Text Available Infrared (IR molecular spectroscopy is proposed to perform remote measurements of NOx concentrations in the exhaust plume and wake of aircraft. The computer model NIRATAM is applied to simulate the physical and chemical properties of the exhaust plume and to generate low resolution IR spectra and synthetical thermal images of the aircraft in its natural surroundings. High-resolution IR spectra of the plume, including atmospheric absorption and emission, are simulated using the molecular line-by-line radiation model FASCODE2. Simulated IR spectra of a Boeing 747-400 at cruising altitude for different axial and radial positions in the jet region of the exhaust plume are presented. A number of spectral lines of NO can be identified that can be discriminated from lines of other exhaust gases and the natural atmospheric background in the region around 5.2 µm. These lines can be used to determine NO concentration profiles in the plume. The possibility of measuring nitrogen dioxide NO2 is also discussed briefly, although measurements turn out to be substantially less likely than those of NO. This feasibility study compiles fundamental data for the optical and radiometric design of an airborne Fourier transform spectrometer and the preparation of in-flight measurements for monitoring of aircraft pollutants.

A box model and two different one-dimensional models are used to investigate the chemical conversion of exhaust species in the dispersing plume of a subsonic aircraft flying at cruise altitude. The effect of varying daytime of release as well as the impact of changing dispersion time is studied with special respect to the aircraft induced O{sub 3} production. Effective emission amounts for consideration in mesoscale and global models are calculated. Simulations with modified photolysis rates are performed to show the sensitivity of the photochemistry to the occurrence of cirrus clouds. (author) 8 refs.

A box model and two different one-dimensional models are used to investigate the chemical conversion of exhaust species in the dispersing plume of a subsonic aircraft flying at cruise altitude. The effect of varying daytime of release as well as the impact of changing dispersion time is studied with special respect to the aircraft induced O{sub 3} production. Effective emission amounts for consideration in mesoscale and global models are calculated. Simulations with modified photolysis rates are performed to show the sensitivity of the photochemistry to the occurrence of cirrus clouds. (author) 8 refs.

Based on estimated exit plane sulfur speciation, a two dimensional, axisymmetric flow field model with coupled gas phase oxidation kinetics and aerosol nucleation and growth dynamics is used to evaluate the effect of fuel sulfur oxidation in the engine on the formation and growth of volatile H{sub 2}SO{sub 4}/H{sub 2}O aerosols in the near field plume. The conversion of fuel sulfur to sulfur trioxide and sulfuric acid in the engine is predicted to significantly increase the number density and surface area density of volatile H{sub 2}SO{sub 4}/H{sub 2}O aerosols and the chemical activation of exhaust soot particulates. This analysis indicates the need for experimental measurements of exhaust SO{sub x} emissions to fully assess the atmospheric impact of aircraft emissions. (author) 18 refs.; Submitted to Geophysical Research Letters

Based on estimated exit plane sulfur speciation, a two dimensional, axisymmetric flow field model with coupled gas phase oxidation kinetics and aerosol nucleation and growth dynamics is used to evaluate the effect of fuel sulfur oxidation in the engine on the formation and growth of volatile H{sub 2}SO{sub 4}/H{sub 2}O aerosols in the near field plume. The conversion of fuel sulfur to sulfur trioxide and sulfuric acid in the engine is predicted to significantly increase the number density and surface area density of volatile H{sub 2}SO{sub 4}/H{sub 2}O aerosols and the chemical activation of exhaust soot particulates. This analysis indicates the need for experimental measurements of exhaust SO{sub x} emissions to fully assess the atmospheric impact of aircraft emissions. (author) 18 refs.; Submitted to Geophysical Research Letters

Box model for coupled gaseous and aqueous phases is used for sensitivity study of potential transformation of trace gases in a cloud environment. The rate of this transformation decreases with decreasing of pH in droplets, with decreasing of photodissociation rates inside the cloud and with increasing of the droplet size. Model calculations show the potential formation of H{sub 2}O{sub 2} in aqueous phase and transformation of gaseous HNO{sub 3} into NO{sub x} in a cloud. This model is applied for exploration of aircraftexhausts evolution in plume inside a cloud. (author) 10 refs.

FITR emission spectroscopy as a remote sensing multi-component analyzing technique was investigated to determine the composition of aircraftexhausts at ground level. A multi-layer radiative transfer interpretation software based on a line-by-line computer algorithm using the HITRAN data base was developed. Measurements were carried out with different engine types to determine the traceable gas species and their detection limits. Finally validation measurements were made to compare the results of the system to those of conventional equipment. (author) 8 refs.

Box model for coupled gaseous and aqueous phases is used for sensitivity study of potential transformation of trace gases in a cloud environment. The rate of this transformation decreases with decreasing of pH in droplets, with decreasing of photodissociation rates inside the cloud and with increasing of the droplet size. Model calculations show the potential formation of H{sub 2}O{sub 2} in aqueous phase and transformation of gaseous HNO{sub 3} into NO{sub x} in a cloud. This model is applied for exploration of aircraftexhausts evolution in plume inside a cloud. (author) 10 refs.

FITR emission spectroscopy as a remote sensing multi-component analyzing technique was investigated to determine the composition of aircraftexhausts at ground level. A multi-layer radiative transfer interpretation software based on a line-by-line computer algorithm using the HITRAN data base was developed. Measurements were carried out with different engine types to determine the traceable gas species and their detection limits. Finally validation measurements were made to compare the results of the system to those of conventional equipment. (author) 8 refs.

Civil aviation is fast-growing (about +5% every year), mainly driven by the developing economies and globalisation. Its impact on the environment is heavily debated, particularly in relation to climate forcing attributed to emissions at cruising altitudes and the noise and the deterioration of air quality at ground-level due to airport operations. This latter environmental issue is of particular interest to the scientific community and policymakers, especially in relation to the breach of limit and target values for many air pollutants, mainly nitrogen oxides and particulate matter, near the busiest airports and the resulting consequences for public health. Despite the increased attention given to aircraft emissions at ground-level and air pollution in the vicinity of airports, many research gaps remain. Sources relevant to air quality include not only engine exhaust and non-exhaust emissions from aircraft, but also emissions from the units providing power to the aircraft on the ground, the traffic due to the airport ground service, maintenance work, heating facilities, fugitive vapours from refuelling operations, kitchens and restaurants for passengers and operators, intermodal transportation systems, and road traffic for transporting people and goods in and out to the airport. Many of these sources have received inadequate attention, despite their high potential for impact on air quality. This review aims to summarise the state-of-the-art research on aircraft and airport emissions and attempts to synthesise the results of studies that have addressed this issue. It also aims to describe the key characteristics of pollution, the impacts upon global and local air quality and to address the future potential of research by highlighting research needs.

Full Text Available Assessment of the environmental impact of aircraft emissions is required by planners and policy makers. Seveal areas of concern are: 1. exposure of airport workers and urban residents to toxic chemicals emitted when the engines operate at low power (idle and taxi on the ground; 2. contributions to urban photochemical air pollution of aircraft volatile organic and nitrogen oxides emissions from operations around airports; and 3. emissions of nitrogen oxides and particles during high-altitude operation. The environmental impact of chemicals emitted from jet aircraft turbine engines has not been firmly established due to lack of data regarding emission rates and identities of the compounds emitted. This paper describes an experimental study of two different aircraft turbine engines designed to determine detailed organic emissions, as well as emissions of inorganic gases. Emissions were measured at several engine power settings. Measurements were made of detailed organic composition from C1 through C17, CO, CO2, NO, NOx, and polycyclic aromatic hydrocarbons. Measurements were made using a multi-port sampling pro be positioned directly behind the engine in the exhaust exit plane. The emission measurements have been used to determine the organic distribution by carbon number and the distribution by compound class at each engine power level. The sum of the organic species was compared with an independent measurement of total organic carbon to assess the carbon mass balance. A portion of the exhaust was captured and irradiated in outdoor smog chambers to assess the photochemical reactivity of the emissions with respect to ozone formation. The reactivity of emissions from the two engines was apportioned by chemical compound class.

Full Text Available Assessment of the environmental impact of aircraft emissions is required by planners and policy makers. Seveal areas of concern are: 1. exposure of airport workers and urban residents to toxic chemicals emitted when the engines operate at low power (idle and taxi on the ground; 2. contributions to urban photochemical air pollution of aircraft volatile organic and nitrogen oxides emissions from operations around airports; and 3. emissions of nitrogen oxides and particles during high-altitude operation. The environmental impact of chemicals emitted from jet aircraft turbine engines has not been firmly established due to lack of data regarding emission rates and identities of the compounds emitted. This paper describes an experimental study of two different aircraft turbine engines designed to determine detailed organic emissions, as well as emissions of inorganic gases. Emissions were measured at several engine power settings. Measurements were made of detailed organic composition from C1 through C17, CO, CO2, NO, NOx, and polycyclic aromatic hydrocarbons. Measurements were made using a multi-port sampling pro be positioned directly behind the engine in the exhaust exit plane. The emission measurements have been used to determine the organic distribution by carbon number and the distribution by compound class at each engine power level. The sum of the organic species was compared with an independent measurement of total organic carbon to assess the carbon mass balance. A portion of the exhaust was captured and irradiated in outdoor smog chambers to assess the photochemical reactivity of the emissions with respect to ozone formation. The reactivity of emissions from the two engines was apportioned by chemical compound class.

Measurements of CO{sub 2} and N{sub 2}O concentrations are reported and analyzed to investigate stratospheric transport rates. Temporal variations in tropospheric CO{sub 2} are observed to propagate into the stratosphere, showing that tropospheric air enters the lower tropical stratosphere continuously, ascends, and is transported rapidly (in less than 1 month) to both hemispheres. The mean age of stratospheric air determined from CO{sub 2} data is approximately 5 years in the mid-stratosphere. It is shown that the mean age is mathematically equivalent to a conserved tracer analogous to exhaust from stratosphericaircraft. Comparison of the mean age from models and observations indicates that current model simulations likely underestimate pollutant concentrations from proposed stratosphericaircraft by 25-100%. (author) 36 refs.

Measurements of CO{sub 2} and N{sub 2}O concentrations are reported and analyzed to investigate stratospheric transport rates. Temporal variations in tropospheric CO{sub 2} are observed to propagate into the stratosphere, showing that tropospheric air enters the lower tropical stratosphere continuously, ascends, and is transported rapidly (in less than 1 month) to both hemispheres. The mean age of stratospheric air determined from CO{sub 2} data is approximately 5 years in the mid-stratosphere. It is shown that the mean age is mathematically equivalent to a conserved tracer analogous to exhaust from stratosphericaircraft. Comparison of the mean age from models and observations indicates that current model simulations likely underestimate pollutant concentrations from proposed stratosphericaircraft by 25-100%. (author) 36 refs.

Non-volatile aircraft engine emissions are an important anthropogenic source of soot particles in the upper troposphere and in the vicinity of airports. They influence climate and contribute to global warming. In addition, they impact air quality and thus human health and the environment. The chemical composition of non-volatile particulate matter emission from aircraft engines was investigated using single particle time-of-flight mass spectrometry. The exhaust from three different aircraft engines was sampled and analyzed. The soot particulate matter was sampled directly behind the turbine in a test cell at Zurich Airport. Single particle analyses will focus on metallic compounds. The particles analyzed herein represent a subset of the emissions composed of the largest particles with a mobility diameter >100 nm due to instrumental restrictions. A vast majority of the analyzed particles was shown to contain elemental carbon, and depending on the engine and the applied thrust the elemental carbon to total carbon ratio ranged from 83% to 99%. The detected metallic compounds were all internally mixed with the soot particles. The most abundant metals in the exhaust were Cr, Fe, Mo, Na, Ca and Al; V, Ba, Co, Cu, Ni, Pb, Mg, Mn, Si, Ti and Zr were also detected. We further investigated potential sources of the ATOFMS-detected metallic compounds using Inductively Coupled Plasma Mass Spectrometry. The potential sources considered were kerosene, engine lubrication oil and abrasion from engine wearing components. An unambiguous source apportionment was not possible because most metallic compounds were detected in several of the analyzed sources.

Stratospheric aerosol measurements can provide both spatial and temporal data of sufficient resolution to be of use in climate models. Relatively recent results from a wide range of instrument techniques for measuring stratospheric aerosol parameters are described. Such techniques include impactor sampling, lidar system sensing, filter sampling, photoelectric particle counting, satellite extinction-sensing using the sun as a source, and optical depth probing, at sites mainly removed from tropospheric aerosol sources. Some of these techniques have also had correlative and intercomparison studies. The main methods for determining the vertical profiles of stratospheric aerosols are outlined: lidar extinction measurements from satellites; impactor measurements from balloons and aircraft; and photoelectric particle counter measurements from balloons, aircraft, and rockets. The conversion of the lidar backscatter to stratospheric aerosol mass loading is referred to. Absolute measurements of total solar extinction from satellite orbits can be used to extract the aerosol extinction, and several examples of vertical profiles of extinction obtained with the SAGE satellite are given. Stratospheric mass loading can be inferred from extinction using approximate linear relationships but under restrictive conditions. Impactor sampling is essentially the only method in which the physical nature of the stratospheric aerosol is observed visually. Vertical profiles of stratospheric aerosol number concentration using impactor data are presented. Typical profiles using a dual-size-range photoelectric dustsonde particle counter are given for volcanically disturbed and inactive periods. Some measurements of the global distribution of stratospheric aerosols are also presented. Volatility measurements are described, indicating that stratospheric aerosols are composed primarily of about 75% sulfuric acid and 25% water

Full Text Available The work considers the differences in the aircraft engine exhaustemissions, as well as the impact of the emissions on theenvironment depending on several factors. These include theage of the engine, i. e. technical refinement, engine operating regimesat different thrusts during time periods: takeoff, climb,approach, etc. Also, the exhaust emissions do not have thesame influence on different atmospheric layers. The pollutantsemitted at higher altitudes during cruising have become agreater problem, although the volume of pollutants is smaller,due to the chemical complexity and sensitivity of these layers ascompared to the lower layers of atmosphere. One of the reasonswhy these problems have long remained outside the focus of interestof the environmentalists is that the air transport of goodsand people is performed at high altitudes, so that the pollutionof atmosphere does not present a direct threat to anyone, sincethe environment is being polluted at a global level and thereforeis more difficult to notice at the local level.

A research programme named AEROTRACE was supported by the EC (CEC contract AERA-CT94-0003) in order to investigate trace species measurements at the exhaust of aero-engines. Within this project, NO{sub y}, NO, HNO{sub 3} and HONO were measured at the exhaust of aircraft engine combustors. Major species (NO{sub y},NO) were measured by using a chemiluminescence instrument. Minor species (HNO{sub 3},HONO) were measured by using filter packs. Two combustors were tested under various running conditions; the first one at ONERA (Task 2) and the second one at DRA (Task 5). Results show that EI{sub NOy} < 50 g/kg, EI{sub HNO3} < 0.2 g/kg and EI{sub HONO} < 0.55 g/kg. Regarding ratios, (HNO{sub 3})/(NO{sub y}) < 0.5%, (HONO)/(NO{sub y}) < 8%, (HONO)/(NO{sub 2}) {approx} 19.2%, and (HNO{sub 3})/(NO{sub 2}) {approx} 0.8% was found. (author) 9 refs.

A research programme named AEROTRACE was supported by the EC (CEC contract AERA-CT94-0003) in order to investigate trace species measurements at the exhaust of aero-engines. Within this project, NO{sub y}, NO, HNO{sub 3} and HONO were measured at the exhaust of aircraft engine combustors. Major species (NO{sub y},NO) were measured by using a chemiluminescence instrument. Minor species (HNO{sub 3},HONO) were measured by using filter packs. Two combustors were tested under various running conditions; the first one at ONERA (Task 2) and the second one at DRA (Task 5). Results show that EI{sub NOy} < 50 g/kg, EI{sub HNO3} < 0.2 g/kg and EI{sub HONO} < 0.55 g/kg. Regarding ratios, (HNO{sub 3})/(NO{sub y}) < 0.5%, (HONO)/(NO{sub y}) < 8%, (HONO)/(NO{sub 2}) {approx} 19.2%, and (HNO{sub 3})/(NO{sub 2}) {approx} 0.8% was found. (author) 9 refs.

Full Text Available A simplified approach has been applied to analyse the mixing and entrainment processes of the engine exhaust through their interaction with the vortex wake of an aircraft. Our investigation is focused on the near field, extending from the exit nozzle until about 30 s after the wake is generated, in the vortex phase. This study was performed by using an integral model and a numerical simulation for two large civil aircraft: a two-engine Airbus 330 and a four-engine Boeing 747. The influence of the wing-tip vortices on the dilution ratio (defined as a tracer concentration shown. The mixing process is also affected by the buoyancy effect, but only after the jet regime, when the trapping in the vortex core has occurred. In the early wake, the engine jet location (i.e. inboard or outboard engine jet has an important influence on the mixing rate. The plume streamlines inside the vortices are subject to distortion and stretching, and the role of the descent of the vortices on the maximum tracer concentration is discussed. Qualitative comparison with contrail photograph shows similar features. Finally, tracer concentration of inboard engine centreline of B-747 are compared with other theoretical analyses and measured data.

Full Text Available Field experiments were performed to investigate the effects of photo-oxidation on fine particle emissions from an in-use CFM56-2B gas turbine engine mounted on a KC-135 Stratotanker airframe. Emissions were sampled into a portable smog chamber from a rake inlet installed one-meter downstream of the engine exit plane of a parked and chocked aircraft. The chamber was then exposed to sunlight and/or UV lights to initiate photo-oxidation. Separate tests were performed at different engine loads (4, 7, 30, 85 %. Photo-oxidation created substantial secondary particulate matter (PM, greatly exceeding the direct PM emissions at each engine load after an hour or less of aging at typical summertime conditions. After several hours of photo-oxidation, the ratio of secondary-to-primary PM mass was on average 35 ± 4.1, 17 ± 2.5, 60 ± 2.2, and 2.7 ± 1.1 for the 4, 7, 30, and 85 % load experiments, respectively. The composition of secondary PM formed strongly depended on load. At 4 % load, secondary PM was dominated by secondary organic aerosol (SOA. At higher loads, the secondary PM was mainly secondary sulfate. A traditional SOA model that accounts for SOA formation from single-ring aromatics and other volatile organic compounds underpredicts the measured SOA formation by ~60 % at 4 % load and ~40 % at 85 % load. Large amounts of lower-volatiliy organic vapors were measured in the exhaust; they represent a significant pool of SOA precursors that are not included in traditional SOA models. These results underscore the importance of accounting for atmospheric processing when assessing the influence of aircraft emissions on ambient PM levels. Models that do not account for this processing will likely underpredict the contribution of aircraft emissions to local and regional air pollution.

Stratospheric Observatory for Infrared Astronomy, or SOFIA, is the new generation airborne observatory station based at NASA s Dryden Aircraft Operations Facility, Palmdale, CA, to study the universe. Since the observatory detects infrared energy, water vapor is a concern in the atmosphere due to its known capacity to absorb infrared energy emitted by astronomical objects. Although SOFIA is hoping to fly above 99% of water vapor in the atmosphere it is still possible to affect astronomical observation. Water vapor is one of the toughest parameter to measure in the atmosphere, several atmosphere modeling are used to calculate water vapor loading. The water vapor loading, or Precipitable water, is being calculated by Matlab along the planned flight path. Over time, these results will help SOFIA to plan flights to regions of lower water vapor loading and hopefully improve the imagery collection of these astronomical features.

The risk of air quality degradation is of considerable concern particularly for those airports that are located near urban areas. The ability to quantitatively predict the effects of air pollutants originated by airport operations is important for assessing air quality and the related impacts on human health. Current emission regulations have focused on local air quality in the proximity of airports. However, an integrated study should consider the effects of meteorological events, at both regional and local level, that can affect the dispersion and the deposition of exhausts. Rigorous scientific studies and extensive experimental data could contribute to the analysis of the impacts of airports expansion plans. This paper is focused on the analysis of the effects of meteorology on aircraft emission for the Marco Polo Airport in Venice. This is the most important international airport in the eastern part of the Po’ Valley, one of the most polluted area in Europe. Air pollution is exacerbated by meteorology that is a combination of large and local scale effects that do not allow significant dispersion. Moreover, the airport is located near Venice, a city of noteworthy cultural and architectural relevance, and nearby the lagoon that hosts several areas of outstanding ecological importance at European level (Natura 2000 sites). Dispersion and deposit of the main aircraftexhausts (NOx, HC and CO) have been evaluated by using a Lagrangian particle model. Spatial and temporal aircraftexhaust dispersion has been analyzed for LTO cycle. Aircraft taxiing resulted to be the most impacting aircraft operation especially for the airport working area and its surroundings, however occasionally peaks may be observed even at high altitudes when cruise mode starts. Mixing height can affect concentrations more significantly than the concentrations in the exhausts themselves. An increase of HC and CO concentrations (15–50%) has been observed during specific meteorological events

The risk of air quality degradation is of considerable concern particularly for those airports that are located near urban areas. The ability to quantitatively predict the effects of air pollutants originated by airport operations is important for assessing air quality and the related impacts on human health. Current emission regulations have focused on local air quality in the proximity of airports. However, an integrated study should consider the effects of meteorological events, at both regional and local level, that can affect the dispersion and the deposition of exhausts. Rigorous scientific studies and extensive experimental data could contribute to the analysis of the impacts of airports expansion plans. This paper is focused on the analysis of the effects of meteorology on aircraft emission for the Marco Polo Airport in Venice. This is the most important international airport in the eastern part of the Po’ Valley, one of the most polluted area in Europe. Air pollution is exacerbated by meteorology that is a combination of large and local scale effects that do not allow significant dispersion. Moreover, the airport is located near Venice, a city of noteworthy cultural and architectural relevance, and nearby the lagoon that hosts several areas of outstanding ecological importance at European level (Natura 2000 sites). Dispersion and deposit of the main aircraftexhausts (NOx, HC and CO) have been evaluated by using a Lagrangian particle model. Spatial and temporal aircraftexhaust dispersion has been analyzed for LTO cycle. Aircraft taxiing resulted to be the most impacting aircraft operation especially for the airport working area and its surroundings, however occasionally peaks may be observed even at high altitudes when cruise mode starts. Mixing height can affect concentrations more significantly than the concentrations in the exhausts themselves. An increase of HC and CO concentrations (15–50%) has been observed during specific meteorological events

The risk of air quality degradation is of considerable concern particularly for those airports that are located near urban areas. The ability to quantitatively predict the effects of air pollutants originated by airport operations is important for assessing air quality and the related impacts on human health. Current emission regulations have focused on local air quality in the proximity of airports. However, an integrated study should consider the effects of meteorological events, at both regional and local level, that can affect the dispersion and the deposition of exhausts. Rigorous scientific studies and extensive experimental data could contribute to the analysis of the impacts of airports expansion plans. This paper is focused on the analysis of the effects of meteorology on aircraft emission for the Marco Polo Airport in Venice. This is the most important international airport in the eastern part of the Po' Valley, one of the most polluted area in Europe. Air pollution is exacerbated by meteorology that is a combination of large and local scale effects that do not allow significant dispersion. Moreover, the airport is located near Venice, a city of noteworthy cultural and architectural relevance, and nearby the lagoon that hosts several areas of outstanding ecological importance at European level (Natura 2000 sites). Dispersion and deposit of the main aircraftexhausts (NOx, HC and CO) have been evaluated by using a Lagrangian particle model. Spatial and temporal aircraftexhaust dispersion has been analyzed for LTO cycle. Aircraft taxiing resulted to be the most impacting aircraft operation especially for the airport working area and its surroundings, however occasionally peaks may be observed even at high altitudes when cruise mode starts. Mixing height can affect concentrations more significantly than the concentrations in the exhausts themselves. An increase of HC and CO concentrations (15-50%) has been observed during specific meteorological events

We present a climatology of O3, CO, and H2O for the upper troposphere and lower stratosphere (UTLS), based on a large collection of high ]resolution research aircraft data taken between 1995 and 2008. To group aircraft observations with sparse horizontal coverage, the UTLS is divided into three regimes: the tropics, subtropics, and the polar region. These regimes are defined using a set of simple criteria based on tropopause height and multiple tropopause conditions. Tropopause ]referenced tracer profiles and tracer ]tracer correlations show distinct characteristics for each regime, which reflect the underlying transport processes. The UTLS climatology derived here shows many features of earlier climatologies. In addition, mixed air masses in the subtropics, identified by O3 ]CO correlations, show two characteristic modes in the tracer ]tracer space that are a result of mixed air masses in layers above and below the tropopause (TP). A thin layer of mixed air (1.2 km around the tropopause) is identified for all regions and seasons, where tracer gradients across the TP are largest. The most pronounced influence of mixing between the tropical transition layer and the subtropics was found in spring and summer in the region above 380 K potential temperature. The vertical extent of mixed air masses between UT and LS reaches up to 5 km above the TP. The tracer correlations and distributions in the UTLS derived here can serve as a reference for model and satellite data evaluation

This work describes the development and testing of a new instrument for in situ measurements of sulfur dioxide (SO2) on airborne platforms in the upper troposphere and lower stratosphere (UTLS). The instrument is based on the laser-induced fluorescence technique and uses the fifth harmonic of a tunable fiber-amplified semiconductor diode laser system at 1084.5 nm to excite SO2 at 216.9 nm. Sensitivity and background checks are achieved in flight by additions of SO2 calibration gas and zero air, respectively. Aircraft demonstration was performed during the NASA Volcano Plume Investigation Readiness and Gas-Phase and Aerosol Sulfur (VIRGAS) experiment, which was a series of flights using the NASA WB-57F during October 2015 based at Ellington Field and Harlingen, Texas. During these flights, the instrument successfully measured SO2 in the UTLS at background (non-volcanic) conditions with a precision of 2 ppt at 10 s and an overall uncertainty determined primarily by instrument drifts of +/- (16% + 0.9 ppt).

The Jet Propulsion Laboratory Mark IV interferometer recorded high-resolution, infrared solar spectra from the NASA DC-8 aircraft during flights over Antarctica in September 1987. The atmospheric absorption features in these spectra have been analyzed to determine the burdens of O 3 , NO, NO 2 , HNO 3 , ClNO 3 , HCl, HF, CO 2 , CH 4 , N 2 O, HCN, CO, H 2 O, CFCl 3 , and CF 2 Cl 2 . The results show a collar of high HNO 3 and ClNO 3 surrounding a core in which the burdens of these and of HCl and NO 2 are very low. Clear increases in the burdens of HF and HNO 3 were observed during the course of September in the Vortex core. HCl and NO 2 exhibited smaller, less significant increases. The burdens of the tropospheric source gases, N 2 O, CH 4 , HCN, CFCl 3 , CF 2 Cl 2 , CO, and H 2 O, were observed to be much smaller over Antarctica than at mid-latitudes. This, together with the fact that HF over Antarctica was more than double its mid-latitude value, suggests that downwelling had occurred

In situ measurements of hydrogen, nitrogen, and chlorine radicals obtained in the lower stratosphere during the Stratospheric Photochemistry, Aerosols and Dynamics Expedition (SPADE) are compared to results from a photochemical model that assimilates measurements of radical precursors and environmental conditions. Models allowing for heterogeneous hydrolysis of N2O5 agree well with measured concentrations of NO and ClO, but concentrations of HO2 and OH are underestimated by 10 to 25%, concentrations of NO2 are overestimated by 10 to 30%, and concentrations of HCl are overestimated by a factor of 2. Discrepancies for [OH] and [HO2] are reduced if we allow for higher yields of O(sup 1)D) from 03 photolysis and for heterogeneous production of HNO2. The data suggest more efficient catalytic removal of O3 by hydrogen and halogen radicals relative to nitrogen oxide radicals than predicted by models using recommended rates and cross sections. Increases in [O3] in the lower stratosphere may be larger in response to inputs of NO(sub y) from supersonic aircraft than estimated by current assessment models.

Following a mandate by the International Aerosol Climatology Program under the auspices of International Association of Meteorology and Atmospheric Physics International Radiation Commission, 45 scientists from five nations convened to discuss relevant issues associated with the measurement, properties, and effects of stratospheric aerosols. A summary is presented of the discussions on formation and evolution, transport and fate, effects on climate, role in heterogeneous chemistry, and validation of lidar and satellite remote sensing of stratospheric aerosols. Measurements are recommended of the natural (background) and the volcanically enhanced aerosol (sulfuric acid and silica particles), the exhaust of shuttle, civil aviation and supersonic aircraft operations (alumina, soot, and ice particles), and polar stratospheric clouds (ice, condensed nitric and hydrochloric acids).

A non-intrusive method is used to determine the emission indices of a research aircraft`s engine in-flight. The principle is based on the Fourier Transform Infrared Spectrometer MIROR which was specifically designed and built for operation aboard aircrafts. This device measures the spectrum of the infrared radiation emitted by the hot exhaust gas under cruise conditions. From these spectra mixing ratios and emission indices can be derived. An extension to previously applied evaluation schemes is proposed: Whereas formerly the plume was assumed a homogeneous layer of gas, temperature and concentration profiles are now introduced to the evaluation procedure. (author) 5 refs.

The main goal of the AEROJET programme is to demonstrate the equivalence of remote measurement techniques to conventional extractive methods for both gaseous and particulate measurements. The different remote measurement techniques are compared and calibrated. A demonstrator measurement system for exhaust gases, temperature and particulates including data-analysis software is regarded as result of this project. Non-intrusive measurements are the method of choice within the AEROJET project promising to avoid the disadvantages of the gas sampling techniques which are currently used. Different ground based non-intrusive measurement methods are demonstrated during a final evaluation phase. Several non-intrusive techniques are compared with conventional gas sampling and analysis techniques. (R.P.) 3 refs.

The main goal of the AEROJET programme is to demonstrate the equivalence of remote measurement techniques to conventional extractive methods for both gaseous and particulate measurements. The different remote measurement techniques are compared and calibrated. A demonstrator measurement system for exhaust gases, temperature and particulates including data-analysis software is regarded as result of this project. Non-intrusive measurements are the method of choice within the AEROJET project promising to avoid the disadvantages of the gas sampling techniques which are currently used. Different ground based non-intrusive measurement methods are demonstrated during a final evaluation phase. Several non-intrusive techniques are compared with conventional gas sampling and analysis techniques. (R.P.) 3 refs.

The 2-D diurnally varying photochemical model of the Northern temperate zonal tropospheric belt with fixed (off line) temperature and air transport is used for the description of the formation of aircraftexhaust concentration distribution in the North Atlantic commercial flight corridor, based on actual flights in summer and winter. A strong diurnal and seasonal variation of emitted NO{sub x} oxidation rate is revealed and evaluated. (author) 11 refs.

The 2-D diurnally varying photochemical model of the Northern temperate zonal tropospheric belt with fixed (off line) temperature and air transport is used for the description of the formation of aircraftexhaust concentration distribution in the North Atlantic commercial flight corridor, based on actual flights in summer and winter. A strong diurnal and seasonal variation of emitted NO{sub x} oxidation rate is revealed and evaluated. (author) 11 refs.

A remote sensing capability is described for measurement of temperature fluctuation and some important gas species concentration at the wake vortex and wake dispersion regimes behind the supersonic aircraft at cruise altitude. The proposed new method of observation is based on the measurement of radio-brightness contrast between the ambient atmosphere and perturbed area behind the aircraft by using millimeter or submillimeter wave scanning spectroradiometers with specially selected spectral parameters. The qualitative estimation of the sensitivity of measurement to temperature fluctuation, changing concentration of ozone, water vapour, nitrogen oxide and sulfur dioxide were calculated. The preliminary test of a new equipment were conducted from high-altitude balloon (temperature profiles and fluctuation and ozone concentrations) and from the ground (sulfur dioxide relative concentration) measurement. (author) 9 refs.

A remote sensing capability is described for measurement of temperature fluctuation and some important gas species concentration at the wake vortex and wake dispersion regimes behind the supersonic aircraft at cruise altitude. The proposed new method of observation is based on the measurement of radio-brightness contrast between the ambient atmosphere and perturbed area behind the aircraft by using millimeter or submillimeter wave scanning spectroradiometers with specially selected spectral parameters. The qualitative estimation of the sensitivity of measurement to temperature fluctuation, changing concentration of ozone, water vapour, nitrogen oxide and sulfur dioxide were calculated. The preliminary test of a new equipment were conducted from high-altitude balloon (temperature profiles and fluctuation and ozone concentrations) and from the ground (sulfur dioxide relative concentration) measurement. (author) 9 refs.

A spatial heterodyne spectrometer (SHS) has been developed to measure the vertical distribution of water vapour in the upper troposphere and the lower stratosphere with a high vertical resolution (∼500 m). The Spatial Heterodyne Observations of Water (SHOW) instrument combines an imaging system with a monolithic field-widened SHS to observe limb scattered sunlight in a vibrational band of water (1363 nm-1366 nm). The instrument has been optimized for observations from NASA's ER-2 aircraft as a proof-of-concept for a future low earth orbit satellite deployment. A robust model has been developed to simulate SHOW ER-2 limb measurements and retrievals. This paper presents the simulation of the SHOW ER-2 limb measurements along a hypothetical flight track and examines the sensitivity of the measurement and retrieval approach. Water vapour fields from an Environment and Climate Change Canada forecast model are used to represent realistic spatial variability along the flight path. High spectral resolution limb scattered radiances are simulated using the SASKTRAN radiative transfer model. It is shown that the SHOW instrument onboard the ER-2 is capable of resolving the water vapour variability in the UTLS from approximately 12 km - 18 km with ±1 ppm accuracy. Vertical resolutions between 500 m and 1 km are feasible. The along track sampling capability of the instrument is also discussed.

A mesoscale chemistry transport model is applied to study the impact of aircraft emissions on the atmospheric trace gas composition. A special analysis of the simulations is conducted to separate the effects of chemistry, transport, diffusion and cloud processes on the transformation of the exhausts of a subsonic fleet cruising over the North Atlantic. The aircraft induced ozone production strongly depends on the tropopause height and the cruise altitude. Aircraft emissions may undergo an effective downward transport under the influence of stratosphere-troposphere exchange activity. (author) 12 refs.

A mesoscale chemistry transport model is applied to study the impact of aircraft emissions on the atmospheric trace gas composition. A special analysis of the simulations is conducted to separate the effects of chemistry, transport, diffusion and cloud processes on the transformation of the exhausts of a subsonic fleet cruising over the North Atlantic. The aircraft induced ozone production strongly depends on the tropopause height and the cruise altitude. Aircraft emissions may undergo an effective downward transport under the influence of stratosphere-troposphere exchange activity. (author) 12 refs.

Stratospheric aerosols affect the atmospheric energy balance by scattering and absorbing solar and terrestrial radiation. They also can alter stratospheric chemical cycles by catalyzing heterogeneous reactions which markedly perturb odd nitrogen, chlorine and ozone levels. Aerosol measurements by satellites began in NASA in 1975 with the Stratospheric Aerosol Measurement (SAM) program, to be followed by the Stratospheric Aerosol and Gas Experiment (SAGE) starting in 1979. Both programs employ the solar occultation, or Earth limb extinction, techniques. Major results of these activities include the discovery of polar stratospheric clouds (PSCs) in both hemispheres in winter, illustrations of the impacts of major (El Chichon 1982 and Pinatubo 1991) eruptions, and detection of a negative global trend in lower stratospheric/upper tropospheric aerosol extinction. This latter result can be considered a triumph of successful worldwide sulfur emission controls. The SAGE record will be continued and improved by SAGE III, currently scheduled for multiple launches beginning in 2000 as part of the Earth Observing System (EOS). The satellite program has been supplemented by in situ measurements aboard the ER-2 (20 km ceiling) since 1974, and from the DC-8 (13 km ceiling) aircraft beginning in 1989. Collection by wire impactors and subsequent electron microscopic and X-ray energy-dispersive analyses, and optical particle spectrometry have been the principle techniques. Major findings are: (1) The stratospheric background aerosol consists of dilute sulfuric acid droplets of around 0.1 micrometer modal diameter at concentration of tens to hundreds of monograms per cubic meter; (2) Soot from aircraft amounts to a fraction of one percent of the background total aerosol; (3) Volcanic eruptions perturb the sulfuric acid, but not the soot, aerosol abundance by several orders of magnitude; (4) PSCs contain nitric acid at temperatures below 195K, supporting chemical hypotheses

Dynamic and chemical processes modify the ozone (O3) budget of the upper troposphere/lower stratosphere, leading to locally variable O3 trends. In this region, O3 acts as a strong greenhouse gas with a net positive radiative forcing. It has been suggested, that the correlation of the stratospheric tracer hydrochloric acid (HCl) with O3 can be used to quantify stratospheric O3 in the UT/LS region (Marcy et al., 2004). The question is, whether the stratospheric contribution to the nitric acid (HNO3) budget in the UT/LS can be determined by a similar approach in order to differentiate between tropospheric and stratospheric sources of HNO3. To this end, we performed in situ measurements of HCl and HNO3 with a newly developed Atmospheric chemical Ionization Mass Spectrometer (AIMS) during the TACTS (Transport and Composition in the UTLS) / ESMVal (Earth System Model Validation) mission in August/September 2012. The linear quadrupole mass spectrometer deployed aboard the new German research aircraft HALO was equipped with a new discharge source generating SF5- reagent ions and an in-flight calibration allowing for accurate, spatially highly resolved trace gas measurements. In addition, sulfur dioxide (SO2), nitrous acid (HONO) and chlorine nitrate (ClONO2) have been simultaneously detected with the AIMS instrument. Here, we show trace gas distributions of HCl and HNO3 measured during a North-South transect from Northern Europe to Antarctica (68° N to 65° S) at 8 to 15 km altitude and discuss their latitude dependence. In particular, we investigate the stratospheric ozone contribution to the ozone budget in the mid-latitude UT/LS using correlations of HCl with O3. Differences in these correlations in the subtropical and Polar regions are discussed. A similar approach is used to quantify the HNO3 budget of the UT/LS. We identify unpolluted atmospheric background distributions and various tropospheric HNO3 sources in specific regions. Our observations can be compared to

This document presents an outline for a 135-hour course designed to help the trainee gain the skills and knowledge necessary to become an aviation powerplant mechanic. The course outlines the theory of operation of various fuel systems, fuel metering, induction, and exhaust system components with an emphasis on troubleshooting, maintenance, and…

Data obtained by the Stratospheric Aerosol and Gas Experiment (SAGE) 1 and 2 were used to study the temporal variation of aerosol optical properties and to assess the mass loading of stratospheric aerosols from the eruption of volcanos Ruiz and Kelut. It was found that the yearly global average of optical depth at 1.0 micron for stratospheric background aerosols in 1979 was 1.16 x 10(exp -3) and in 1989 was 1.66 x 10(exp -3). The eruptions of volcanos Ruiz and Kelut ejected at least 5.6 x 10(exp 5) and 1.8 x 10(exp 5) tons of materials into the stratosphere, respectively. The amount of sulfur emitted per year from the projected subsonic and supersonic fleet is comparable to that contained in the background aerosol particles in midlatitudes from 35 deg N to 55 deg N.

The impact of aircraft emissions released in the tropopause region on atmospheric trace gases as O{sub 3} or HNO{sub 3} is investigated by means of model studies. Special emphasis is drawn on seasonal effects. A box model is applied as well as a 3-D mesoscale chemistry transport model. These model studies show that the impact of aircraft emissions on ozone in the tropopause region is much stronger in summer than in late autumn with a difference of one order of magnitude. (author) 14 refs.

The impact of aircraft emissions released in the tropopause region on atmospheric trace gases as O{sub 3} or HNO{sub 3} is investigated by means of model studies. Special emphasis is drawn on seasonal effects. A box model is applied as well as a 3-D mesoscale chemistry transport model. These model studies show that the impact of aircraft emissions on ozone in the tropopause region is much stronger in summer than in late autumn with a difference of one order of magnitude. (author) 14 refs.

Research issues concerning the chemical transformation of exhaust trace gases are summarized. The photochemical evolution of NO{sub x} early in the plume is strongly coupled to plume mixing. Substantial amounts of HNO{sub 3} are generated in nascent plumes even if no NO{sub 2} is emitted. The production of H{sub 2}SO{sub 4} becomes very efficient if part of the fuel sulfur is emitted as SO{sub 3}. Each emitted soot particle can acquire 1-10% by mass fully oxidized sulfur molecules prior to binary homogeneous nucleation, if a few percent of the exhaust SO{sub x} are emitted as SO{sub 3}, indicating an important activation pathway for soot, and leading to a marked enhancement of new aerosol formation and growth rates. (author) 11 refs.

Research issues concerning the chemical transformation of exhaust trace gases are summarized. The photochemical evolution of NO{sub x} early in the plume is strongly coupled to plume mixing. Substantial amounts of HNO{sub 3} are generated in nascent plumes even if no NO{sub 2} is emitted. The production of H{sub 2}SO{sub 4} becomes very efficient if part of the fuel sulfur is emitted as SO{sub 3}. Each emitted soot particle can acquire 1-10% by mass fully oxidized sulfur molecules prior to binary homogeneous nucleation, if a few percent of the exhaust SO{sub x} are emitted as SO{sub 3}, indicating an important activation pathway for soot, and leading to a marked enhancement of new aerosol formation and growth rates. (author) 11 refs.

To predict the environmental impacts of future commercial aviation, intensive studies have been launched to measure the properties and effects of aircraft emissions. These observations have revealed an extremely wide variance with respect to the number and sizes of the particles produced in the exhaust plumes. Aircraft aerosol ultimately contributes to the population of cloud-forming nuclei, and may lead to significant global radiative and chemical perturbations. In this paper, recent discoveries are coordinated and unified in the form of a physically consistent plume aerosol model that explains most of the observational variance. Using this new approach, it is now practical to carry out reliable global atmospheric simulations of aircraft effects, as demonstrated by a novel assessment of the perturbation of the stratospheric aerosol layer by a supersonic aircraft fleet. (orig.)

Exhaust emissions from aircraft include oxides of nitrogen (NO x ), water vapor (H 2 O), sulfur dioxide (SO 2 ), carbon dioxide (CO 2 ), carbon monoxide (CO), hydrocarbons (HC) and particles (soot and sulfates). These emissions are small compared to industrial/urban surface emissions. However, because (1) atmospheric residence times of exhaust constituents are longer at altitude, particularly in the stratosphere, than they are in the boundary layer, (2) their background concentrations at altitude are lower than those near the surface, (3) the radiation balance is the more sensitive to atmospheric trace constituents the colder the temperature aloft and (4) inter-hemispheric mixing of aircraft effluents is inhibited, aircraft emissions near and above the tropopause and polewards of 40 degrees latitude can be environmentally critical. That's why atmospheric/climatic effects of aircraft emissions have again received scientific, economic and political scrutiny in the last few years, motivated by growth of subsonic traffic at about 5% per year over the past two decades and the advent of a technologically feasible operation of a supersonic high speed commercial transport (HSCT) fleet

In this report we summarize the results of the two sets of projects funded by the NASA grant NAG2-632, namely investigations of various thermodynamic and nucleation properties of the aqueous acid system which makes up stratospheric aerosols, and measurements of reaction probabilities directly on ice aerosols with sizes corresponding to those of polar stratospheric cloud particles. The results of these investigations are of importance for the assessment of the potential stratospheric effects of future fleets of supersonic aircraft. In particular, the results permit to better estimate the effects of increased amounts of water vapor and nitric acid (which forms from nitrogen oxides) on polar stratospheric clouds and on the chemistry induced by these clouds.

Two dimensional transient zonally averaged model was used for the evaluation of the effect of subsonic aircraftexhausts upon the ozone, trace gases and radiation in the troposphere and lower stratosphere. The mesoscale transformation of gas composition was included on the base of the box model simulations. It has been found that the transformation of the exhausted gases in sub-grid scale is able to influence the results of the modelling. The radiative forcing caused by gas, sulfate aerosol, soot and contrails changes was estimated as big as 0.12-0.15 W/m{sup 2} (0.08 W/m{sup 2} globally and annually averaged). (author) 10 refs.

Two dimensional transient zonally averaged model was used for the evaluation of the effect of subsonic aircraftexhausts upon the ozone, trace gases and radiation in the troposphere and lower stratosphere. The mesoscale transformation of gas composition was included on the base of the box model simulations. It has been found that the transformation of the exhausted gases in sub-grid scale is able to influence the results of the modelling. The radiative forcing caused by gas, sulfate aerosol, soot and contrails changes was estimated as big as 0.12-0.15 W/m{sup 2} (0.08 W/m{sup 2} globally and annually averaged). (author) 10 refs.

Mass spectrometric measurements were made in the young exhaust plume of an Airbus (A310) at cruising altitudes at distances between 400 and 800 m behind the Airbus (averaged plume age: 3.4 sec). The measurements indicate that gaseous sulfuric acid (GSA) number densities were less than 1.3 x 10{sup 8} cm{sup -3} which is smaller than the expected total sulfuric acid. Hence the missing sulfuric acid must have been in the aerosol phase. These measurements also indicate a total aerosol surface area density A{sub T} {<=} 5.4 x 10{sup -5} cm{sup 2} per cm{sup 3} which is consistent with simultaneously measured soot and water contrail particles. However, homogeneous nucleation leading to (H{sub 2}SO{sub 4}){sub x}(H{sub 2}O){sub y}-clusters can not be ruled out. (author) 16 refs.

Mass spectrometric measurements were made in the young exhaust plume of an Airbus (A310) at cruising altitudes at distances between 400 and 800 m behind the Airbus (averaged plume age: 3.4 sec). The measurements indicate that gaseous sulfuric acid (GSA) number densities were less than 1.3 x 10{sup 8} cm{sup -3} which is smaller than the expected total sulfuric acid. Hence the missing sulfuric acid must have been in the aerosol phase. These measurements also indicate a total aerosol surface area density A{sub T} {<=} 5.4 x 10{sup -5} cm{sup 2} per cm{sup 3} which is consistent with simultaneously measured soot and water contrail particles. However, homogeneous nucleation leading to (H{sub 2}SO{sub 4}){sub x}(H{sub 2}O){sub y}-clusters can not be ruled out. (author) 16 refs.

The Climatic Impact Assessment Program (CIAP) of the U.S. Department of Transportation is charged with the 'assessment' of the impact of future aircraft fleets and other vehicles operating in, or transiting through, the stratosphere. CIAP monograph 1 gives a survey, largely from an experimental standpoint, of what is known in 1974 about the unperturbed stratosphere with respect to an application to stratospheric flight. It reviews the overall structure of the stratosphere, its origin in terms of ozone photochemistry, solar irradiance and overall radiative energy balance, other chemically reactive minor species, and atmospheric motions on a variety of scales of time and distance. The limitations of our understanding are emphasized in the presentation. Also, the monograph examines briefly what is known about the effect of massive injections of nitrogen oxides (from atmospheric nuclear explosions) and sulfur oxides (from major volcanic eruptions)

This paper reviews the various aspects of chlorine compounds in the stratosphere, both their roles as reactants and as tracers of dynamical processes. In the stratosphere, reactive chlorine is released from chlorofluorocarbons and other chlorine-containing organic source gases. To a large extent reactive chlorine is then sequestered in reservoir species ClONO2 and HCl. Re-activation of chlorine happens predominantly in polar winter vortices by heterogeneous reaction in combination with sunlig...

This research is concerned with global change in the atmosphere, including photochemical modeling and, in the past, experimental gas-phase photochemistry involving molecular dynamics and laboratory study of atmospheric chemical reactions. The experimental work on this project concluded in August 1991, but there is a back-log of several journal articles to be written and submitted for publication. The theoretical work involves photochemical modeling in collaboration with Lawrence Livermore National Laboratory (LLNL) and advising the Upper Atmosphere Research Program on Atmospheric Effects of StratosphericAircraft, National Aeronautics and Space Administration (NASA).

On April 11, 1998 WB57F aircraft flew northwest at lower stratospheric altitudes from Houston, Texas, over eastern Wyoming as part of the WB57F Aerosol Mission to sample a vortex filament forecast to pass over that region.

Abstract. Generally domain Aircraft uses conventional fuel. These fuel having limited life, high cost and pollutant. Also nowadays price of petrol and other fuels are going to be higher, because of scarcity of those fuels. So there is great demand of use of non-exhaustible unlimited source of energy like solar energy. Solar aircraft is one of the ways to utilize solar energy. Solar aircraft uses solar panel to collect the solar radiation for immediate use but it also store the remaining part ...

The facility of the present invention comprises a radioactive liquid storage vessel, an exhaust gas dehumidifying device for dehumidifying gases exhausted from the vessel and an exhaust gas processing device for reducing radioactive materials in the exhaust gases. A purified gas line is disposed to the radioactive liquid storage vessel for purging exhaust gases generated from the radioactive liquid, then dehumidified and condensed liquid is recovered, and exhaust gases are discharged through an exhaust gas pipe disposed downstream of the exhaust gas processing device. With such procedures, the scale of the exhaust gas processing facility can be reduced and exhaust gases can be processed efficiently. (T.M.)

Documentation of the extreme aridity (approx. 3% relative humidity) of the lower stratosphere and the rapid decrease of mixing ratio with height just above the polar tropopause (20-fold in the 1st km) was begun by Dobson et al., (1946) in 1943. They recognized that this extreme and persistent aridity must be dynamically maintained else it would have been wiped out by turbulent diffusion. This led Brewer (1949) to hypothesize a stratospheric circulation in which all air enters through the tropical tropopause where it is freeze dried to a mass mixing ratio of 2 to 3 ppM. This dry air then spreads poleward and descends through the polar tropopauses overpowering upward transport of water vapor by diffusion which would otherwise be permitted by the much warmer temperatures of the polar tropopauses. Questions can indeed be raised as to the absolute magnitudes of stratospheric mixing ratios, the effective temperature of the tropical tropopause cold trap, the reality of winter pole freeze-dry sinks and the representativeness of the available observations suggesting an H 2 O mixing ratio maximum just above the tropical tropopause and a constant mixing ratio from the tropopause to 30 to 35 km. However, no model that better fits all of the available data is available, than does the Brewer (1949) hypothesis coupled with a lower stratosphere winter pole, freeze-dry sink, at least over Antarctica

The sudden onset of ozone depletion in the antarctic vortex set a precedent for both the time scale and the severity of global change. The Airborne Antarctic Ozone Experiment (AAOE), staged from Punta Arenas, Chile, in 1987, established that CFCs, halons, and methyl bromide, the dominant sources of chlorine and bromine radicals in the stratosphere, control the rate of ozone destruction over the Antarctic; that the vortex is depleted in reactive nitrogen and water vapor; and that diabatic cooling during the Antarctic winter leads to subsidence within the vortex core, importing air from higher altitudes and lower latitudes. This last conclusion is based on observed dramatic distortion in the tracer fields, most notably N2O.In 1989, the first Airborne Arctic Stratospheric Expedition (AASE-I), staged from Stavanger, Norway, and using the same aircraft employed for AAOE (the NASA ER-2 and the NASA DC-8), discovered that while NOx and to some degree NOy were perturbed within the arctic vortex, there was little evidence for desiccation. Under these (in contrast to the antarctic) marginally perturbed conditions, however, ClO was found to be dramatically enhanced such that a large fraction of the available (inorganic) chlorine resided in the form of ClO and its dimer ClOOCl.This leaves two abiding issues for the northern hemisphere and the mission of the second Airborne Arctic Stratospheric Expedition (AASE-II): (1) Will significant ozone erosion occur within the arctic vortex in the next ten years as chlorine loading in the stratosphere exceeds four parts per billion by volume? (2) Which mechanisms are responsible for the observed ozone erosion poleward of 30°N in the winter/spring northern hemisphere reported in satellite observations?

Large disturbances were noted in the stratospheric aerosol content in the midlatitude Northern Hemisphere commencing about 7 months after the eruption of La Soufriere and less than 1 month after the eruption of Sierra Negra. The aerosol was characterized by a very steep size distribution in the 0.15 to 0.25 micron radius range and contained a volatile component. Measurements near the equator and at the South Pole indicate that the disturbance was widespread. These observations were made before the May 18 eruption of Mt. St. Helens.

A new chemical mechanism is applied for mesoscale simulations of the impact of aircraftexhausts on the atmospheric composition. The temporal and spatial variation of the tropopause height is associated with a change of the trace gas composition in these heights. Box and three dimensional mesoscale model studies show that the conversion of aircraftexhausts depends strongly on the cruise heights as well as on the location of release in relation to the tropopause. The impact of aircraft emissions on ozone is strongly dependent on the individual meteorological situation. A rising of the tropopause height within a few days results in a strong increase of ozone caused by aircraft emissions. (author) 12 refs.

A new chemical mechanism is applied for mesoscale simulations of the impact of aircraftexhausts on the atmospheric composition. The temporal and spatial variation of the tropopause height is associated with a change of the trace gas composition in these heights. Box and three dimensional mesoscale model studies show that the conversion of aircraftexhausts depends strongly on the cruise heights as well as on the location of release in relation to the tropopause. The impact of aircraft emissions on ozone is strongly dependent on the individual meteorological situation. A rising of the tropopause height within a few days results in a strong increase of ozone caused by aircraft emissions. (author) 12 refs.

The potential climatological and environmental importance of the stratospheric aerosol layer has prompted great interest in measuring the properties of this aerosol. In this paper we report on two recently deployed NASA satellite systems (SAM II and SAGE) that are monitoring the stratospheric aerosol. The satellite orbits are such that nearly global coverage is obtained. The instruments mounted in the spacecraft are sun photometers that measure solar intensity at specific wavelengths as it is moderated by atmospheric particulates and gases during each sunrise and sunset encountered by the satellites. The data obtained are ''inverted'' to yield vertical aerosol and gaseous (primarily ozone) extinction profiles with 1 km vertical resolution. Thus, latitudinal, longitudinal, and temporal variations in the aerosol layer can be evaluated. The satellite systems are being validated by a series of ground truth experiments using airborne and ground lidar, balloon-borne dustsondes, aircraft-mounted impactors, and other correlative sensors. We describe the SAM II and SAGE satellite systems, instrument characteristics, and mode of operation; outline the methodology of the experiments; and describe the ground truth experiments. We present preliminary results from these measurements

Stratonauts chronicles humankind’s quest for ever higher altitudes from ancient times to the present. It is based upon history, science and technology, and tells some interesting and fascinating stories along the way. It pays tribute to those killed while attempting to reach the stratosphere over the past several centuries. “Dutch” von Ehrenfried uses his personal experience as a NASA sensor operator on the RB-57F, flying to an altitude of 70,000 feet, as well as the input and experience from other RB-57F, U-2, A-12, SR-71 and F-104 pilots. Although many of the aircraft and balloons are described, more emphasis is placed on the crews and what they went through. This book is intended for aviators of all kinds and flying enthusiasts in general.

... flanges of the exhaust system (which mate with the transition), the transition, the tail pipe, and the... requires a detailed repetitive inspection of the exhaust system downstream of the turbochargers and repair... occurred due to exhaust system failures upstream of aircraft turbochargers and between recurring detailed...

, aircraftexhaust, volcanic emissions and biomass burning can certainly be excluded as sources. The same is true for the less probable but globally important sources: wood burning, coal burning, diesel engines and ship emissions. Recondensed organic matter and extraterrestrial particles, potentially originating from ablation and fragmentation, remain as possible sources of the refractory carbonaceous particles studied. However, additional work is required in order to identify the sources unequivocally.

The Geoengineering Model Intercomparison Project, conducting climate model experiments with standard stratospheric aerosol injection scenarios, has found that insolation reduction could keep the global average temperature constant, but global average precipitation would reduce, particularly in summer monsoon regions around the world. Temperature changes would also not be uniform; the tropics would cool, but high latitudes would warm, with continuing, but reduced sea ice and ice sheet melting. Temperature extremes would still increase, but not as much as without geoengineering. If geoengineering were halted all at once, there would be rapid temperature and precipitation increases at 5–10 times the rates from gradual global warming. The prospect of geoengineering working may reduce the current drive toward reducing greenhouse gas emissions, and there are concerns about commercial or military control. Because geoengineering cannot safely address climate change, global efforts to reduce greenhouse gas emissions and to adapt are crucial to address anthropogenic global warming.

The Geoengineering Model Intercomparison Project, conducting climate model experiments with standard stratospheric aerosol injection scenarios, has found that insolation reduction could keep the global average temperature constant, but global average precipitation would reduce, particularly in summer monsoon regions around the world. Temperature changes would also not be uniform; the tropics would cool, but high latitudes would warm, with continuing, but reduced sea ice and ice sheet melting. Temperature extremes would still increase, but not as much as without geoengineering. If geoengineering were halted all at once, there would be rapid temperature and precipitation increases at 5–10 times the rates from gradual global warming. The prospect of geoengineering working may reduce the current drive toward reducing greenhouse gas emissions, and there are concerns about commercial or military control. Because geoengineering cannot safely address climate change, global efforts to reduce greenhouse gas emissions and to adapt are crucial to address anthropogenic global warming

This document identifies the tasks that are involved in preparing the ''standby'' portable exhauster to support Interim Stabilization's schedule for saltwell pumping. A standby portable exhaust system will be assigned to any facility scheduled to be saltwell pumped with the exception of 241-S farm, 241-SX farm or 241-T farm. The standby portable exhauster shall be prepared for use and placed in storage. The standby portable exhaust system shall be removed from storage and installed to ventilate tanks being pumped that reach 25% LFL. There are three tasks that are evaluated in this document. Each task shall be completed to support portable exhaust system installation and operation. They are: Pre Installation Task; Portable Exhaust System Storage Task; and Portable Exhaust System Installation and Operation Task

The NASA ER-2 aircraft sampled the lower stratosphere over North America during the field mission for the NASA Studies of Emissions and Atmospheric Composition, Clouds and Climate Coupling by Regional Surveys (SEAC4RS). This study reports observations of convectively influenced air parcels with enhanced water vapor in the overworld stratosphere over the summertime continental United States and investigates three case studies in detail. Water vapor mixing ratios greater than 10 ppmv, which is much higher than the background 4 to 6 ppmv of the overworld stratosphere, were measured by the JPL Laser Hygrometer (JLH Mark2) at altitudes between 16.0 and 17.5 km (potential temperatures of approximately 380 to 410 K). Overshooting cloud tops (OTs) are identified from a SEAC4RS OT detection product based on satellite infrared window channel brightness temperature gradients. Through trajectory analysis, we make the connection between these in situ water measurements and OT. Back trajectory analysis ties enhanced water to OT 1 to 7 days prior to the intercept by the aircraft. The trajectory paths are dominated by the North American monsoon (NAM) anticyclonic circulation. This connection suggests that ice is convectively transported to the overworld stratosphere in OT events and subsequently sublimated; such events may irreversibly enhance stratospheric water vapor in the summer over Mexico and the United States. A regional context is provided by water observations from the Aura Microwave Limb Sounder (MLS).

Capture efficiency of a local exhaust system, e.g. a kitchen hood, should include only contaminants being direct captured. In this study basic concepts of local exhaust capture efficiency are given, based on the idea of a control box. A validated numerical model is used for estimation of the capt......Capture efficiency of a local exhaust system, e.g. a kitchen hood, should include only contaminants being direct captured. In this study basic concepts of local exhaust capture efficiency are given, based on the idea of a control box. A validated numerical model is used for estimation...

Full Text Available Complaints of fatigue and physical exhaustion are frequently seen in the acute medical setting, especially amongst athletes, army recruits and persons involved in strenuous and exertional physical activities. Stress-induced exhaustion, on the other hand, is less often seen, but can present with very similar symptoms to physical exhaustion. Recently, three patients were seen at the Department of Emergency Medicine, presenting with exhaustion from prolonged involvement in gambling activities. The cases serve to highlight some of the physical consequences of prolonged gambling.

Stratospheric platforms are emerging systems based on challenging technology. Goal is to create a platform, payload, and mission design which is able to complement satellite services on a local scale. Applications are close to traditional satellite business in telecommunication, navigation, science, and earth observation and include for example mobile telecommunications, navigation augmentation, atmospheric research, or border control. Stratospheric platforms could potentially support monitoring activities related to safeguards, e.g. by imagery of surfaces, operational conditions of nuclear facilities, and search for undeclared nuclear activities. Stratospheric platforms are intended to be flown in an altitude band between 16 and 30 km, above 16-20 km to take advantage of usually lower winds facilitating station keeping, below 30 km to limit the challenges to achieve a reasonable payload at acceptable platform sizes. Stratospheric platforms could substitute satellites which are expensive and lack upgrade capabilities for new equipment. Furthermore they have practically an unlimited time over an area of interest. It is intended to keep the platforms operational and maintenance free on a 24/7 basis with an average deployment time of 3 years. Geostationary satellites lack resolution. Potential customers like Armed Forces, National Agencies and commercial customers have indicated interest in the use of stratospheric platforms. Governmental entities are looking for cheaper alternatives to communications and surveillance satellites and stratospheric platforms could offer the following potential advantages: Lower operational cost than satellite or UAV (Unmanned Aerial Vehicles) constellation (fleet required); Faster deployment than satellite constellation; Repositioning capability and ability to loiter as required; Persistent long-term real-time services over a fairly large regional spot; Surge capability: Able to extend capability (either monitoring or communications

This systematic review studied the impact of exhaustion of unemployment benefits on the exit rate out of unemployment and into employment prior to benefit exhaustion or shortly thereafter. Method: We followed Campbell Collaboration guidelines to prepare this review, and ultimately located 12...

An exhaust nozzle includes a conical duct terminating in an annular outlet. A row of vortex generating duplex tabs are mounted in the outlet. The tabs have compound radial and circumferential aft inclination inside the outlet for generating streamwise vortices for attenuating exhaust noise while reducing performance loss.

The effect of engine operation on the types and levels of the major aircraft engine pollutants is described and the major factors governing the formation of these pollutants during the burning of hydrocarbon fuel are discussed. Methods which are being explored to reduce these pollutants are discussed and their application to several experimental research programs are pointed out. Results showing significant reductions in the levels of carbon monoxide, unburned hydrocarbons, and oxides of nitrogen obtained from experimental combustion research programs are presented and discussed to point out potential application to aircraft engines. An experimental program designed to develop and demonstrate these and other advanced, low pollution combustor design methods is described. Results that have been obtained to date indicate considerable promise for reducing advanced engine exhaust pollutants to levels significantly below current engines.

Measurements were made of the aerosol size, height and geographical distribution, their composition and optical properties, and their temporal variation with season and following large volcanic eruptions. Sulfur-bearing gases were measured in situ in the stratosphere, and studied of the chemical and physical processes which control gas-to-particle conversion were carried out in the laboratory.

In situ aircraft measurements of O{sub 3}, CO, HNO{sub 3}, and aerosol particles are presented, performed over the North Sea region in the summer lower stratosphere during the STREAM-II campaign (Stratosphere Troposphere Experiments by Aircraft Measurements). Elevated CO mixing ratios are attributed to mixing of polluted tropospheric air into the lowermost extra-tropical stratosphere. Model calculations illustrate that the O{sub 3} production efficiency of NO{sub x} is smaller than previously assumed, under conditions with relatively high HNO{sub 3} mixing ratios, as observed during STREAM-II. The model simulations further suggest a relatively high O{sub 3} production efficiency from CO oxidation, as a result of the relatively high ambient HNO{sub 3} and NO{sub x} concentrations, implying that upward transport of CO rich air enhances O{sub 3} production in the lowermost stratosphere. (author) 13 refs.

In situ aircraft measurements of O{sub 3}, CO, HNO{sub 3}, and aerosol particles are presented, performed over the North Sea region in the summer lower stratosphere during the STREAM-II campaign (Stratosphere Troposphere Experiments by Aircraft Measurements). Elevated CO mixing ratios are attributed to mixing of polluted tropospheric air into the lowermost extra-tropical stratosphere. Model calculations illustrate that the O{sub 3} production efficiency of NO{sub x} is smaller than previously assumed, under conditions with relatively high HNO{sub 3} mixing ratios, as observed during STREAM-II. The model simulations further suggest a relatively high O{sub 3} production efficiency from CO oxidation, as a result of the relatively high ambient HNO{sub 3} and NO{sub x} concentrations, implying that upward transport of CO rich air enhances O{sub 3} production in the lowermost stratosphere. (author) 13 refs.

The NASA Langley airborne differential absorption lidar system was operated from the NASA Ames DC-8 aircraft during the 1992 Airborne Arctic Stratospheric Expedition to investigate the distribution of stratospheric aerosols and ozone (O3) across the Arctic vortex from January to March 1992. Aerosols from the Mt. Pinatubo eruption were found outside and inside the Arctic vortex with distinctly different scattering characteristics and spatial distributions in the two regions. The aerosol and O3 distributions clearly identified the edge of the vortex and provided additional information on vortex dynamics and transport processes. Few polar stratospheric clouds were observed during the AASE-2; however, those that were found had enhanced scattering and depolarization over the background Pinatubo aerosols. The distribution of aerosols inside the vortex exhibited relatively minor changes during the AASE-2. Ozone depletion inside the vortex as limited to less than or equal to 20 percent in the altitude region from 15-20 km.

The following six papers report preliminary results obtained from a field experiment designed to study the role of tropical cumulo-nimbus clouds in the transfer of water vapor from the troposphere to the stratosphere over the region of Panama. The measurements were made utilizing special NOAA enhanced IR satellite images, radiosonde-ozonesondes and a NASA U-2 aircraft carrying. nine experiments. The experiments were provided by a group of NASA, NOAA, industry, and university scientists. Measurements included atmospheric humidity, air and cloud top temperatures, atmospheric tracer constituents, cloud particle characteristics and cloud morphology. The aircraft made a total of eleven flights from August 30 through September 18, 1980, from Howard Air Force Base, Panama; the pilots obtained horizontal and vertical profiles in and near convectively active regions and flew around and over cumulo-nimbus towers and through the extended anvils in the stratosphere. Cumulo-nimbus clouds in the tropics appear to play an important role in upward water vapor transport and may represent the principal source influencing the stratospheric water vapor budget. The clouds provide strong vertical circulation in the troposphere, mixing surface air and its trace materials (water vapor, CFM's sulfur compounds, etc.) quickly up to the tropopause. It is usually assumed that large scale mean motions or eddy scale motions transport the trace materials through the tropopause and into the stratosphere where they are further dispersed and react with other stratospheric constituents. The important step between the troposphere and stratosphere for water vapor appears to depend upon the processes occurring at or near the tropopause at the tops of the cumulo-nimbus towers. Several processes have been sugested: (1) The highest towers penetrate the tropopause and carry water in the form of small ice particles directly into the stratosphere. (2) Water vapor from the tops of the cumulonimbus clouds is

The NASA ER-2 aircraft sampled the UTLS region over North America during the NASA Studies of Emissions and Atmospheric Composition, Clouds and Climate Coupling by Regional Surveys (SEAC4RS) field mission. On four flights targeting convectively-influenced air parcels, in situ measurements of enhanced water vapor in the lower stratosphere over the summertime continental United States were made using the JPL Laser Hygrometer (JLH Mark2). Water vapor mixing ratios greater than 10 ppmv, twice the stratospheric background levels, were measured at pressure levels between 80 and 160 hPa. Through satellite observations and analysis, we make the connection between these in situ water measurements and overshooting cloud tops. The overshooting tops (OT) are identified from a SEAC4RS OT detection product based on satellite infrared window channel brightness temperature gradients. Back-trajectory analysis ties enhanced water to OT one to seven days prior to the intercept by the aircraft. The trajectory paths are dominated by the North American Monsoon (NAM) anticyclonic circulation. This connection suggests that ice is convectively transported to the overworld stratosphere in OT events and subsequently sublimated; such events may irreversibly enhance stratospheric water vapor in the summer over Mexico and the United States. Regional context is provided by water observations from the Aura Microwave Limb Sounder (MLS).

This report presents a compilation of papers dealing with reactor exhaust which were produced as part of the TIGER Tokamak Installation for Generating Electricity study at Culham. The papers are entitled: (1) Exhaust impurity control and refuelling. (2) Consideration of the physical problems of a self-consistent exhaust and divertor system for a long burn Tokamak. (3) Possible bundle divertors for INTOR and TIGER. (4) Consideration of various magnetic divertor configurations for INTOR and TIGER. (5) A appraisal of divertor experiments. (6) Hybrid divertors on INTOR. (7) Refuelling and the scrape-off layer of INTOR. (8) Simple modelling of the scrape-off layer. (9) Power flow in the scrape-off layer. (10) A model of particle transport within the scrape-off plasma and divertor. (11) Controlled recirculation of exhaust gas from the divertor into the scrape-off plasma. (U.K.)

Full Text Available A large-scale comparison of water-vapour vertical-sounding instruments took place over central Europe on 17 October 2008, during a rather homogeneous deep stratospheric intrusion event (LUAMI, Lindenberg Upper-Air Methods Intercomparison. The measurements were carried out at four observational sites: Payerne (Switzerland, Bilthoven (the Netherlands, Lindenberg (north-eastern Germany, and the Zugspitze mountain (Garmisch-Partenkichen, German Alps, and by an airborne water-vapour lidar system creating a transect of humidity profiles between all four stations. A high data quality was verified that strongly underlines the scientific findings. The intrusion layer was very dry with a minimum mixing ratios of 0 to 35 ppm on its lower west side, but did not drop below 120 ppm on the higher-lying east side (Lindenberg. The dryness hardens the findings of a preceding study (“Part 1”, Trickl et al., 2014 that, e.g., 73 % of deep intrusions reaching the German Alps and travelling 6 days or less exhibit minimum mixing ratios of 50 ppm and less. These low values reflect values found in the lowermost stratosphere and indicate very slow mixing with tropospheric air during the downward transport to the lower troposphere. The peak ozone values were around 70 ppb, confirming the idea that intrusion layers depart from the lowermost edge of the stratosphere. The data suggest an increase of ozone from the lower to the higher edge of the intrusion layer. This behaviour is also confirmed by stratospheric aerosol caught in the layer. Both observations are in agreement with the idea that sections of the vertical distributions of these constituents in the source region were transferred to central Europe without major change. LAGRANTO trajectory calculations demonstrated a rather shallow outflow from the stratosphere just above the dynamical tropopause, for the first time confirming the conclusions in “Part 1” from the Zugspitze CO observations. The

Results are presented from laboratory experiments on the chemistry of ice particles to study the role of HCl and ClONO2 from CFCs in stratospheric ozone depletion over Antarctica. It is found that gaseous HCl is scavenged with high efficiency by the ice and the gas phase chlorine nitrate may react with the HCL-containing ice to produce Cl2. Also, consideration is given ot the behavior of solid nitric acid trihydrate and sulfuric acid aerosols.

particles collected inside and outside the polar vortex. Based on chemistry and nanostructure, aircraftexhaust, volcanic emissions and biomass burning can certainly be excluded as sources. The same is true for the less probable but globally important sources: wood burning, coal burning, diesel engines and ship emissions. Recondensed organic matter and extraterrestrial particles, potentially originating from ablation and fragmentation, remain as possible sources of the refractory carbonaceous particles studied. However, additional work is required in order to identify the sources unequivocally.

Full Text Available The gravitational separation of major atmospheric components, in addition to the age of air, would provide additional useful information about stratospheric circulation. However, observations of the age of air and gravitational separation are still geographically sparse, especially in the tropics. In order to address this issue, air samples were collected over Biak, Indonesia in February 2015 using four large plastic balloons, each loaded with two compact cryogenic samplers. With a vertical resolution of better than 2 km, air samples from seven different altitudes were analyzed for CO2 and SF6 mole fractions, δ15N of N2, δ18O of O2, and δ(Ar∕N2 to examine the vertically dependent age and gravitational separation of air in the tropical tropopause layer (TTL and the equatorial stratosphere. By comparing their measured mole fractions with aircraft observations in the upper tropical troposphere, we have found that CO2 and SF6 ages increase gradually with increasing altitude from the TTL to 22 km, and then rapidly from there up to 29 km. The CO2 and SF6 ages agree well with each other in the TTL and in the lower stratosphere, but show a significant difference above 24 km. The average values of δ15N of N2, δ18O of O2, and δ(Ar∕N2 all show a small but distinct upward decrease due to the gravitational separation effect. Simulations with a two-dimensional atmospheric transport model indicate that the gravitational separation effect decreases as tropical upwelling is enhanced. From the model calculations with enhanced eddy mixing, it is also found that the upward increase in air age is magnified by horizontal mixing. These model simulations also show that the gravitational separation effect remains relatively constant in the lower stratosphere. The results of this study strongly suggest that the gravitational separation, combined with the age of air, can be used to diagnose air transport processes in the stratosphere.

The Stratospheric Observatory for Infrared Astronomy (SOFIA) is joint program with NASA and DLR (German Aerospace Center) of a highly modified Boeing 747-SP. The purpose of this modification is to include a 2.5 m infrared telescope in a rear bulkhead of the airplane, with a retractable door open to the atmosphere. The NASA Dryden Flight Research Center (DFRC) is responsible for verifying that the aerodynamics, acoustics, and flying qualities of the modified aircraft stay within safe limits. Flight testing includes determining meteorological limitations of the aircraft, which is done by setting strict temporary operating limits and verifying through data analysis, what conditions are acceptable. Line operations are calibration tests of various telescope instruments that are done on the ground prior to flights. The method in determining limitations for this type of operation is similar to that of flight testing, but the meteorological limitations are different. Of great concern are the particulates near the surface that could cause damage to the telescope, as well as condensation forming on the mirror. Another meteorological involvement for this program is the process of obtaining Reduced Vertical Separation Minimums (RVSM) Certification from the FAA. This heavily involves obtaining atmospheric data pertinent to the flight, analyzing data to actual conditions for validity, and computing necessary results for comparison to aircraft instrumentation.

Full Text Available Surface-type infrared (IR decoy can simulate the IR characteristics of the target aircraft, which is one of the most effective equipment to confront IR guided missile. In the air combat, the IR guided missile poses a serious threat to the aircraft when it comes from the front of target aircraft. In this paper, firstly, the model of aircraft and surface-type IR decoy is established. To ensure their authenticity, the aircraft maneuver and radiation models based on real data of flight and exhaust system radiation in the state of different heights and different speeds are established. Secondly, the most effective avoidance maneuver is simulated when the missile comes from the front of the target aircraft. Lastly, combining maneuver with decoys, the best defense strategy is analysed when the missile comes from the front of aircraft. The result of simulation, which is authentic, is propitious to avoid the missile and improve the survivability of aircraft.

Three perturbations of the stratospheric tritiated water burden have occurred. An atmospheric nuclear detonation in 1980 injected about 2.1 MCi. The massive eruptions of the volcano El Chichon may have contributed to a doubling of the removal rate in 1982. An unusually large wintertime exchange with the upper stratosphere may have occurred between 1982 and 1983.

Full Text Available More than 450 air samples that were collected in the upper troposphere – lower stratosphere (UTLS region by the CARIBIC aircraft (Civil Aircraft for the Regular Investigation of the atmosphere Based on an Instrument Container have been analyzed for molecular hydrogen (H2 mixing ratios (χ(H2 and H2 isotopic composition (deuterium content, δD.

More than 120 of the analyzed samples contained air from the lowermost stratosphere (LMS. These show that χ(H2 does not vary appreciably with O3-derived height above the thermal tropopause (TP, whereas δD does increase with height. The isotope enrichment is caused by H2 production and destruction processes that enrich the stratospheric H2 reservoir in deuterium (D; the exact shapes of the profiles are mainly determined by mixing of stratospheric with tropospheric air. Tight negative correlations are found between δD and the mixing ratios of methane (χ(CH4 and nitrous oxide (χ(N2O, as a result of the relatively long lifetimes of these three species. The correlations are described by δD[‰]=−0.35 · χ(CH4[ppb]+768 and δD[‰]=−1.90· χ(N2O[ppb]+745. These correlations are similar to previously published results and likely hold globally for the LMS.

Samples that were collected from the Indian subcontinent up to 40° N before, during and after the summer monsoon season show no significant seasonal change in χ(H2, but δD is up to 12.3‰ lower in the July, August and September monsoon samples. This δD decrease is correlated with the χ(CH4 increase in these samples. The significant correlation with χ(CH4 and the absence of a perceptible χ(H2 increase that accompanies the δD decrease indicates that microbial production of

Full Text Available The influence of stratospheric ozone on the interannual variability and trends in tropospheric ozone is evaluated between 30 and 90° N from 1990–2009 using ozone measurements and a global chemical transport model, the Community Atmospheric Model with chemistry (CAM-chem. Long-term measurements from ozonesondes, at 150 and 500 hPa, and the Measurements of OZone and water vapour by in-service Airbus aircraft programme (MOZAIC, at 500 hPa, are analyzed over Japan, Canada, the Eastern US and Northern and Central Europe. The measurements generally emphasize northern latitudes, although the simulation suggests that measurements over the Canadian, Northern and Central European regions are representative of the large-scale interannual ozone variability from 30 to 90° N at 500 hPa. CAM-chem is run with input meteorology from the National Center for Environmental Prediction; a tagging methodology is used to identify the stratospheric contribution to tropospheric ozone concentrations. A variant of the synthetic ozone tracer (synoz is used to represent stratospheric ozone. Both the model and measurements indicate that on large spatial scales stratospheric interannual ozone variability drives significant tropospheric variability at 500 hPa and the surface. In particular, the simulation and the measurements suggest large stratospheric influence at the surface sites of Mace Head (Ireland and Jungfraujoch (Switzerland as well as many 500 hPa measurement locations. Both the measurements and simulation suggest the stratosphere has contributed to tropospheric ozone trends. In many locations between 30–90° N 500 hPa ozone significantly increased from 1990–2000, but has leveled off since (from 2000–2009. The simulated global ozone budget suggests global stratosphere-troposphere exchange increased in 1998–1999 in association with a global ozone anomaly. Discrepancies between the simulated and measured ozone budget include a large underestimation of

The temperature of the Arctic lower stratosphere is critical for understanding polar ozone levels. As temperatures drop below about 195 K, polar stratospheric clouds form, which then convert HCl and ClONO2 into reactive forms that are catalysts for ozone loss reactions. Hence, the lower stratospheric temperature during the March period is a key parameter for understanding polar ozone losses. The temperature is basically understood to be a result of planetary waves which drive the polar temperature away from a cold "radiative equilibrium" state. This is demonstrated using NCEP/NCAR reanalysis calculations of the heat flux and the mean polar temperature. The temperature during the March period is fundamentally driven by the integrated impact of large scale waves moving from the troposphere to the stratosphere during the January through February period. We will further show that the recent cold years in the northern polar vortex are a result of this weakened wave driving of the stratosphere.

The present invention provides a method capable of evacuating gases at an exhaustion rate which varies depending on the kind of gases. For example, in a thermonuclear experimental device, a hydrogen gas exhaustion rate is determined to 0 and an exhaustion rate for other impure gases is made greater. Namely, a baffle plate is cooled to a temperature to a level at which the vapor pressure of gases to evacuate a baffle plate is required in a pump incorporating a baffle plate, for example, a cryopump or a sorption pump. In this case, the level of the vapor pressure required for evacuating the exhaustion gas ingredients is 1 x 10 -8 Torr or less, preferably, 1 x 10 -9 Torr. In a thermonuclear experimental device, a gas having a lower boiling point next to hydrogen is neon, but neon is scarcely present in natural world. Nitrogen has a lower boiling point next thereto, and if the temperature is lowered to such a level that the vapor pressure for evacuating gases such as nitrogen, and carbon monoxide, oxygen, fluorine, argon or methane having a boiling point at or lower than nitrogen is required. Then, evacuation rate sufficient for gases other than hydrogen gas can be obtained. (I.S.)

In the autumn of 1985 the Unive!Sity of Aalborg was approached by the manufacturer C. P. Aaberg, who had obtained aerodynilmic control of the exhaust by means of injection. The remaining investigations comprising optimizations of the system with regard to effect, consumption, requirements...

An exhaust system for an engine comprises an exhaust heat recovery apparatus configured to receive exhaust gas from the engine and comprises a first flow passage in fluid communication with the exhaust gas and a second flow passage in fluid communication with the exhaust gas. A heat exchanger/energy recovery unit is disposed in the second flow passage and has a working fluid circulating therethrough for exchange of heat from the exhaust gas to the working fluid. A control valve is disposed downstream of the first and the second flow passages in a low temperature region of the exhaust heat recovery apparatus to direct exhaust gas through the first flow passage or the second flow passage.

Full Text Available The isotopic composition of stratospheric methane has been determined on a large suite of air samples from stratospheric balloon flights covering subtropical to polar latitudes and a time period of 16 yr. 154 samples were analyzed for δ13C and 119 samples for δD, increasing the previously published dataset for balloon borne samples by an order of magnitude, and more than doubling the total available stratospheric data (including aircraft samples published to date. The samples also cover a large range in mixing ratio from tropospheric values near 1800 ppb down to only 250 ppb, and the strong isotope fractionation processes accordingly increase the isotopic composition up to δ13C = −14‰ and δD = +190‰, the largest enrichments observed for atmospheric CH4 so far. When analyzing and comparing kinetic isotope effects (KIEs derived from single balloon profiles, it is necessary to take into account the residence time in the stratosphere in combination with the observed mixing ratio and isotope trends in the troposphere, and the range of isotope values covered by the individual profile. The isotopic composition of CH4 in the stratosphere is affected by both chemical and dynamical processes. This severely hampers interpretation of the data in terms of the relative fractions of the three important sink mechanisms (reaction with OH, O(1D and Cl. It is shown that a formal sink partitioning using the measured data severely underestimates the fraction removed by OH, which is likely due to the insensitivity of the measurements to the kinetic fractionation in the lower stratosphere. Full quantitative interpretation of the CH4 isotope data in terms of the three sink reactions requires a global model.

National Aeronautics and Space Administration — A brief self composed research article on Amphibious Aircrafts discussing their use, origin and modern day applications along with their advantages and disadvantages...

The POLSTRACC mission aims at providing new scientific knowledge on the Arctic lowermost stratosphere (LMS) and upper troposphere under the present load of halogens and state of climate variables. POLSTRACC is the only HALO (High Altitude and LOng Range Research Aircraft, German Research Community) mission dedicated to study the UTLS at high latitudes several years after the last intensive Arctic campaigns. The scientific scope of POLSTRACC will be broadened by its combination with the SALSA (Seasonality of Air mass transport and origin in the Lowermost Stratosphere using the HALO Aircraft) and GW-LCYCLE (Gravity Wave Life Cycle Experiment, a BMBF/ROMIC project) missions, which address complementary scientific goals sharing the same HALO payload. POLSTRACC, SALSA and GW-LCYCLE will offer the unique opportunity to study the bottom of the polar vortex and the high-latitude UTLS along with their impact on lower latitudes throughout an entire winter/spring cycle. The POLSTRACC consortium includes national (KIT, Forschungszentrum Jülich, DLR, Max Planck Institute for Chemistry, Universities of Frankfurt, Heidelberg, Mainz and Wuppertal) and international partners (e.g. NASA). The payload for the combined POLSTRACC, SALSA and GW-LCYCLE campaigns comprises an innovative combination of remote sensing techniques providing 2- and 3-D distributions of temperature and a large number of substances, and precise in-situ instruments measuring T, O3, H2O, tracers of different lifetimes and chemically active species at the aircraft level with high time-resolution. Drop sondes will add information about temperature, humidity and wind in the atmosphere underneath the aircraft. The field campaign will be divided into three phases for addressing (i) the early polar vortex and its wide-scale vicinity in December 2015 (from Oberpfaffenhofen, Germany), (ii) the mid-winter vortex from January to March 2016 (from Kiruna, Sweden), and (iii) the late dissipating vortex and its wide

Retrieving air samples from the stratosphere has previously required aircraft or large balloons, both of which are expensive to operate. The novel "AirCore" technique (Karion et al., 2010) enables stratospheric sampling using weather balloons, which is much more cost effective. AirCores are long (up to 200 m) stainless steel tubes which are placed as a payload on a small balloon, can ascend to over 30 km and fill upon descent, collecting a vertical profile of the atmosphere. Retrieved volumes are much smaller though, which presents a challenge for trace gas analysis. To date, only the more abundant trace gases such as carnon dioxide (CO2) and methane (CH4) have been quantified in AirCores. Halogenated trace gases are also important greenhouse gases and many also deplete stratospheric ozone. Their concentrations are however much lower i.e. typically in the part per trillion (ppt) molar range. We here present the first stratospheric measurements of halocarbons in AirCores obtained using UEA's highly sensitive (detection limits of 0.01-0.1 ppt in 10 ml of air) gas chromatography mass spectrometry system. The analysed air originates from a Stratospheric Air Sub-sampler (Mrozek et al., 2016) which collects AirCore segments after the non-destructive CO2 and CH4 analysis. Successfully measured species include CFC-11, CFC-12, CFC-113, CFC-115, H-1211, H-1301, HCFC-22, HCFC-141b, HCFC-142b, HCFC-133a, and sulphur hexafluoride (SF6). We compare the observed mixing ratios and precisions with data obtained from samples collected during various high-altitude aircraft campaigns between 2009 and 2016 as well as with southern hemisphere tropospheric long-term trends. As part of the ERC-funded EXC3ITE (EXploring stratospheric Composition, Chemistry and Circulation with Innovative Techniques) project more than 40 AirCore flights are planned in the next 3 years with an expanded range of up to 30 gases in order to explore seasonal and interannual variability in the stratosphere

The 1984 extratropical mission of NASA's Stratosphere-Troposphere Exchange Project (STEP) studied cross-jet transport in regions of cyclogenesis and tropopause folding. Correlations of Be-7, ozone, water vapor, and potential vorticity measured on a NASA U-2 research aircraft flying in high shear regions above the jet core are indicative of mixing between the cyclonic and the anticyclonic sides of the jet and are consistent with the hypothesis that small-scale entrainments of upper tropospheric air into the lower stratosphere during cyclogenesis are important in maintaining the vertical gradients of Be-7, ozone, water vapor and other trace constituents in the lower few kilometers of the midlatitude stratosphere. Correlations between Be-7, and ozone suggest a lower tropical stratospheric origin for the ozone-poor lamina observed above the jet core.

Measurements of the isotopic composition of stratospheric water by the ATMOS instrument are used to infer the convective history of stratospheric air. The average water vapor entering the stratosphere is found to be highly depleted of deuterium, with delta-D(sub w) of -670 +/- 80 (67% deuterium loss). Model calculations predict, however, that under conditions of thermodynamic equilibrium, dehydration to stratospheric mixing ratios should produce stronger depletion to delta-D(sub w) of -800 to 900 (80-90% deuterium loss). Deuterium enrichment of water vapor in ascending parcels can occur only in conditions of rapid convection; enrichments persisting into the stratosphere require that those conditions continue to near-tropopause altitudes. We conclude that either the predominant source of water vapor to the uppermost troposphere is enriched convective water, most likely evaporated cloud ice, or troposphere-stratosphere transport occurs closely associated with tropical deep convection.

A final report for the NASA-supported project on laboratory investigations of stratospheric halogen chemistry is presented. In recent years, this project has focused on three areas of research: (1) kinetic, mechanistic, and thermochemical studies of reactions which produce weakly bound chemical species of atmospheric interest; (2) development of flash photolysis schemes for studying radical-radical reactions of stratospheric interest; and (3) photochemistry studies of interest for understanding stratospheric chemistry. The first section of this paper contains a discussion of work which has not yet been published. All subsequent chapters contain reprints of published papers that acknowledge support from this grant.

Balloons, driven by hot air or some gas lighter than air, were the first artificial machines able to lift payloads (including humans) from the ground. After some pioneering flights the study of the physical properties of the terrestrial atmosphere constituted the first scientific target. A bit later astronomers realized that the turbulence of the atmospheric layers above their ground-based telescopes deteriorated the image quality, and that balloons were an appropriate means to overcome, total or partially, this problem. Some of the most highly-resolved photographs and spectrograms of the sun during the 20th century were actually obtained by balloon-borne telescopes from the stratosphere. Some more recent projects of solar balloon astronomy will also be described.

Full Text Available In situ measurements of atmospheric ozone (O3 are performed routinely from many research aircraft platforms. The most common technique depends on the strong absorption of ultraviolet (UV light by ozone. As atmospheric science advances to the widespread use of unmanned aircraft systems (UASs, there is an increasing requirement for minimizing instrument space, weight, and power while maintaining instrument accuracy, precision and time response. The design and use of a new, dual-beam, UV photometer instrument for in situ O3 measurements is described. A polarization optical-isolator configuration is utilized to fold the UV beam inside the absorption cells, yielding a 60-cm absorption length with a 30-cm cell. The instrument has a fast sampling rate (2 Hz at <200 hPa, 1 Hz at 200–500 hPa, and 0.5 Hz at ≥ 500 hPa, high accuracy (3% excluding operation in the 300–450 hPa range, where the accuracy may be degraded to about 5%, and excellent precision (1.1 × 1010 O3 molecules cm−3 at 2 Hz, which corresponds to 3.0 ppb at 200 K and 100 hPa, or 0.41 ppb at 273 K and 1013 hPa. The size (36 l, weight (18 kg, and power (50–200 W make the instrument suitable for many UASs and other airborne platforms. Inlet and exhaust configurations are also described for ambient sampling in the troposphere and lower stratosphere (1000–50 hPa that control the sample flow rate to maximize time response while minimizing loss of precision due to induced turbulence in the sample cell. In-flight and laboratory intercomparisons with existing O3 instruments show that measurement accuracy is maintained in flight.

as their purchases of aircraft carrier systems, makes it more than likely that the country is preparing such an acquisition. China has territorial disputes in the South China Sea over the Spratly Islands and is also worried about the security of its sea lines of communications, by which China transports the majority......, submarines, aircraft and helicopters, is not likely to be fully operational and war-capable until 2020, given the fact that China is starting from a clean sheet of paper. The United States of America (USA), the United Kingdom (UK), Russia and India are currently building or have made decisions to build new...

Stratospheric airship is a new kind of aerospace system which has attracted worldwide developing interests for its broad application prospects. Based on the trajectory linearization control (TLC) theory, a novel trajectory tracking control method for an underactuated stratospheric airship is presented in this paper. Firstly, the TLC theory is described sketchily, and the dynamic model of the stratospheric airship is introduced with kinematics and dynamics equations. Then, the trajectory tracking control strategy is deduced in detail. The designed control system possesses a cascaded structure which consists of desired attitude calculation, position control loop and attitude control loop. Two sub-loops are designed for the position and attitude control loops, respectively, including the kinematics control loop and dynamics control loop. Stability analysis shows that the controlled closed-loop system is exponentially stable. Finally, simulation results for the stratospheric airship to track typical trajectories are illustrated to verify effectiveness of the proposed approach.

Injecting sulfate aerosol precursors into the stratosphere has been suggested as a means of geoengineering to cool the planet and reduce global warming. The decision to implement such a scheme would require a comparison of its benefits, dangers

Recent developments in turbine engine exhaust nozzle technology include nonaxisymmetric nozzles, thrust reversing, and thrust vectoring. Trade studies have been performed to determine the impact of these developments on the thrust-to-weight ratio and specific fuel consumption of an advanced high performance, augmented turbofan engine. Results are presented in a manner which provides an understanding of the sources and magnitudes of differences in the basic elements of nozzle internal performance and weight as they relate to conventional, axisymmetric nozzle technology. Conclusions are presented and recommendations are made with regard to future directions of advanced development and demonstration. 5 refs.

The use of computers for aircraft control, flight simulation, and inertial navigation is explored. The man-machine relation problem in aviation is addressed. Simple and self-adapting autopilots are described and the assets and liabilities of digital navigation techniques are assessed.

The effect of aircraft induced ozone changes on the global climate is studied by means of the general circulation model ECHAM4. The zonal mean temperature signal is considered. In order to estimate the statistical significance of the climatic impact a multivariate statistical test hierarchy combined with the fingerprint method has been applied. Sensitivity experiments show a significant coherent temperature response pattern in the northern extra-tropics for mid-latitude summer conditions. It consists of a tropospheric warming of about 0.2 K with a corresponding stratospheric cooling of the same magnitude. (author) 16 refs.

The effect of aircraft induced ozone changes on the global climate is studied by means of the general circulation model ECHAM4. The zonal mean temperature signal is considered. In order to estimate the statistical significance of the climatic impact a multivariate statistical test hierarchy combined with the fingerprint method has been applied. Sensitivity experiments show a significant coherent temperature response pattern in the northern extra-tropics for mid-latitude summer conditions. It consists of a tropospheric warming of about 0.2 K with a corresponding stratospheric cooling of the same magnitude. (author) 16 refs.

Element concentrations of K, Ca, Ti, Cr, Fe, Ni, Cu, Zn, Se, Br, Sr and Pb as well as the activity of natural radionuclides 210Pb and 226Ra in air were measured. The aerosol samples were collected during tropospheric and stratosphericaircraft flights over the Northeastern region of Poland, which is mostly an agricultural and wooded area. The air volumes were filtered using Petrianov filters at 1, 3, 6, 9, 12 and 15 km above the ground level by special equipment attached to a jet plane. Aircraft flights were provided from September 1997 to August 1998 in 5 separate sampling runs. The long sampling distances served as a good representation of mean aerosol composition and distribution. Concentrations of the same elements were also measured using stationary equipment near the ground level at the outskirts of Warsaw. The vertical profiles of element concentration were obtained and the elemental compositions for the tropospheric and stratospheric aerosols were compared with those from the near-ground level. Contribution of K, Ca, Ti and Fe, which are the main components of soil, in total mass of all detected ones was estimated. Relative concentrations of all measured elements, which show any differences in the composition of the aerosol were calculated. The results obtained confirm the fact that the stratospheric reservoir is observed in the bottom stratosphere. The XRF method based on molybdenum X-ray tube was used as an analytical tool in the determination of aerosols trace elements. The altitude distributions of radioactivity of 226Ra and 210Pb were determined using radiochemical methods.

Following the announcement of the discovery of the Antarctic ozone hole in 1985 there have arisen a multitude of questions pertaining to the nature and consequences of polar ozone depletion. This thesis addresses several of these specific questions, using both computer models of chemical kinetics and the Earth's radiation field as well as laboratory kinetic experiments. A coupled chemical kinetic-radiative numerical model was developed to assist in the analysis of in situ field measurements of several radical and neutral species in the polar and mid-latitude lower stratosphere. Modeling was used in the analysis of enhanced polar ClO, mid-latitude diurnal variation of ClO, and simultaneous measurements of OH, HO_2, H_2 O and O_3. Most importantly, such modeling was instrumental in establishing the link between the observed ClO and BrO concentrations in the Antarctic polar vortex and the observed rate of ozone depletion. The principal medical concern of stratospheric ozone depletion is that ozone loss will lead to the enhancement of ground-level UV-B radiation. Global ozone climatology (40^circS to 50^ circN latitude) was incorporated into a radiation field model to calculate the biologically accumulated dosage (BAD) of UV-B radiation, integrated over days, months, and years. The slope of the annual BAD as a function of latitude was found to correspond to epidemiological data for non-melanoma skin cancers for 30^circ -50^circN. Various ozone loss scenarios were investigated. It was found that a small ozone loss in the tropics can provide as much additional biologically effective UV-B as a much larger ozone loss at higher latitudes. Also, for ozone depletions of > 5%, the BAD of UV-B increases exponentially with decreasing ozone levels. An important key player in determining whether polar ozone depletion can propagate into the populated mid-latitudes is chlorine nitrate, ClONO_2 . As yet this molecule is only indirectly accounted for in computer models and field

The Dutch AIRFORCE project focuses on the effects of subsonic aircraft emissions on the chemical composition of the atmosphere and subsequent radiative forcing. It includes measurements in the tropopause region and the modelling of exhaust plumes and large-scale effects. An aircraftexhaust plume model has been developed to study plume processes. The results of the plume model are used in the global transport chemistry model CTMK to determine large-scale effects of plume processes. Due to the efficient conversion of NO{sub x} into HNO{sub 3} inside aircraftexhaust plumes, a decrease of about 25% of the O{sub 3} perturbation was found in the NAFC at 200 hPa in July. Measurements of hydrocarbons revealed a dominant role of the anthropogenic continental emissions of light hydrocarbons in the tropopause region. (author) 20 refs.

The Dutch AIRFORCE project focuses on the effects of subsonic aircraft emissions on the chemical composition of the atmosphere and subsequent radiative forcing. It includes measurements in the tropopause region and the modelling of exhaust plumes and large-scale effects. An aircraftexhaust plume model has been developed to study plume processes. The results of the plume model are used in the global transport chemistry model CTMK to determine large-scale effects of plume processes. Due to the efficient conversion of NO{sub x} into HNO{sub 3} inside aircraftexhaust plumes, a decrease of about 25% of the O{sub 3} perturbation was found in the NAFC at 200 hPa in July. Measurements of hydrocarbons revealed a dominant role of the anthropogenic continental emissions of light hydrocarbons in the tropopause region. (author) 20 refs.

Recent achievements and problems in the development of exhaust control devices in the USA are reviewed. To meet the 1976 emission standards, catalytic systems for the oxidation of carbon monoxide and hydrocarbons and for the reduction of nitrogen oxides to nitrogen and water are needed. While oxidizing catalysts using platinum, palladium, copper, vanadium, and chromium appplied on alumina or ceramic materials are more or less effective in emission control, there are no catalytic devices for the reduction of nitrogen oxides with the required useful life of 25,000 to 50,000 miles as yet available. In the case of platinum catalysts on monolithic supports, the operating temperature of 650 to 750/sup 0/C as required for the oxidation process may cause inactivation of the catalysts and fusion of the support material. The oxidation of CO and hydrocarbons is inhibited by high concentrations of CO, nitric oxide, and hydrocarbons. The use of catalytic converters requires the use of lead-free or low-lead gasoline. The nitrogen oxides conversion efficiency is considerably influenced by the oxygen-to-CO ratio of the exhaust gas, which makes limitation of this ratio necessary.

Full Text Available The mechanisms responsible for the extreme dryness of the stratosphere have been debated for decades. A key difficulty has been the lack of comprehensive models which are able to reproduce the observations. Here we examine results from the coupled lower-middle atmosphere chemistry general circulation model ECHAM5/MESSy1 together with satellite observations. Our model results match observed temperatures in the tropical lower stratosphere and realistically represent the seasonal and inter-annual variability of water vapor. The model reproduces the very low water vapor mixing ratios (below 2 ppmv periodically observed at the tropical tropopause near 100 hPa, as well as the characteristic tape recorder signal up to about 10 hPa, providing evidence that the dehydration mechanism is well-captured. Our results confirm that the entry of tropospheric air into the tropical stratosphere is forced by large-scale wave dynamics, whereas radiative cooling regionally decelerates upwelling and can even cause downwelling. Thin cirrus forms in the cold air above cumulonimbus clouds, and the associated sedimentation of ice particles between 100 and 200 hPa reduces water mass fluxes by nearly two orders of magnitude compared to air mass fluxes. Transport into the stratosphere is supported by regional net radiative heating, to a large extent in the outer tropics. During summer very deep monsoon convection over Southeast Asia, centered over Tibet, moistens the stratosphere.

National Aeronautics and Space Administration — The Clean Air Act mandates NASA to monitor stratospheric ozone, and stratospheric aerosol measurements are vital to our understanding of climate. Maintaining...

Materials are provided for a 14-hour course designed to introduce the automotive mechanic to the basic operations of automotive fuel and exhaust systems incorporated on military vehicles. The four study units cover characteristics of fuels, gasoline fuel system, diesel fuel systems, and exhaust system. Each study unit begins with a general…

Full Text Available The impact of a potential future fleet of supersonic aircraft on contrail coverage and contrail radiative forcing is investigated by means of simulations with the general circulation model ECHAM4.L39(DLR including a contrail parameterization. The model simulations consider air traffic inventories of a subsonic fleet and of a combined fleet of sub- and supersonic aircraft for the years 2025 and 2050, respectively. In case of the combined fleet, part of the subsonic fleet is replaced by supersonic aircraft. The combined air traffic scenario reveals a reduction in contrail cover at subsonic cruise levels (10 to 12 km in the northern extratropics, especially over the North Atlantic and North Pacific. At supersonic flight levels (18 to 20 km, contrail formation is mainly restricted to tropical regions. Only in winter is the northern extratropical stratosphere above the 100 hPa level cold enough for the formation of contrails. Total contrail coverage is only marginally affected by the shift in flight altitude. The model simulations indicate a global annual mean contrail cover of 0.372% for the subsonic and 0.366% for the combined fleet in 2050. The simulated contrail radiative forcing is most closely correlated to the total contrail cover, although contrails in the tropical lower stratosphere are found to be optically thinner than contrails in the extratropical upper troposphere. The global annual mean contrail radiative forcing in 2050 (2025 amounts to 24.7 mW m−2 (9.4 mW m−2 for the subsonic fleet and 24.2 mW m−2 (9.3 mW m−2 for the combined fleet. A reduction of the supersonic cruise speed from Mach 2.0 to Mach 1.6 leads to a downward shift in contrail cover, but does not affect global mean total contrail cover and contrail radiative forcing. Hence the partial substitution of subsonic air traffic leads to a shift of contrail occurrence from mid to low latitudes, but the resulting change in

A tutorial review of the understanding of stratospheric H 2 O and the processes controlling it is presented. Paradoxes posed by currently available observational data are cited and suggestions made as to how they might be resolved. Such resolution appears to require: that the bulk of our current data provides unrepresentative and misleading vertical and latitudinal H 2 O gradients immediately downstream from the tropical tropopause; and, that there exists within the troposphere a mechanism different from or in addition to the tropical tropopause cold trap for drying air to the mixing ratios found in the lower stratosphere. Satisfaction of these requirements will reconcile much heretofore puzzling observational data and will obviate the necessity for a stratospheric sink for H 2 O

Full Text Available A stratospheric balloon was launched on 12 October 1986 from the "CNES" base at Aire sur l'Adour (France to record twilight radiance in the stratosphere. The near-UV and visible radiances were continuously monitored by a photometer during sunrise. Some observations are presented for different viewing azimuthal planes and viewing elevation angles. They show the influence of aerosols layers and clouds which can be also seen on related photographs. The results as a whole may be used for testing some radiative models, especially for twilight conditions.

Analyses of radio occultation data from Voyager 2 have led to the discovery and characterization of an equatorial wave in the Uranus stratosphere. The observed quasi-periodic vertical atmospheric density variations are in close agreement with theoretical predictions for a wave that propagates vertically through the observed background structure of the stratosphere. Quantitative comparisons between measurements obtained at immersion and at emersion yielded constraints on the meridional and zonal structure of the wave; the fact that the two sets of measurements are correlated suggests a wave of planetary scale. Two equatorial wave models are proposed for the wave.

Full Text Available On a research flight on 10 July 2008, the German research aircraft Falcon sampled an air mass with unusually high carbon monoxide (CO, peroxyacetyl nitrate (PAN and water vapour (H2O mixing ratios in the Arctic lowermost stratosphere. The air mass was encountered twice at an altitude of 11.3 km, ~800 m above the dynamical tropopause. In-situ measurements of ozone, NO, and NOy indicate that this layer was a mixed air mass containing both air from the troposphere and stratosphere. Backward trajectory and Lagrangian particle dispersion model analysis suggest that the Falcon sampled the top of a polluted air mass originating from the coastal regions of East Asia. The anthropogenic pollution plume experienced strong up-lift in a warm conveyor belt (WCB located over the Russian east-coast. Subsequently the Asian air mass was transported across the North Pole into the sampling area, elevating the local tropopause by up to ~3 km. Mixing with surrounding Arctic stratospheric air most likely took place during the horizontal transport when the tropospheric streamer was stretched into long and narrow filaments. The mechanism illustrated in this study possibly presents an important pathway to transport pollution into the polar tropopause region.

A cassette of uncured composite materials with epoxy resin matrixes was exposed in the stratosphere (40 km altitude) over three days. Temperature variations of -76 to 32.5C and pressure up to 2.1 torr were recorded during flight. An analysis of the chemical structure of the composites showed, that the polymer matrix exposed in the stratosphere becomes crosslinked, while the ground control materials react by way of polymerization reaction of epoxy groups. The space irradiations are considered to be responsible for crosslinking of the uncured polymers exposed in the stratosphere. The composites were cured on Earth after landing. Analysis of the cured composites showed that the polymer matrix remains active under stratospheric conditions. The results can be used for predicting curing processes of polymer composites in a free space environment during an orbital space flight.

Injecting sulfate aerosol precursors into the stratosphere has been suggested as a means of geoengineering to cool the planet and reduce global warming. The decision to implement such a scheme would require a comparison of its benefits, dangers, and costs to those of other responses to global warming, including doing nothing. Here we evaluate those factors for stratospheric geoengineering with sulfate aerosols. Using existing U.S. military fighter and tanker planes, the annual costs of injecting aerosol precursors into the lower stratosphere would be several billion dollars. Using artillery or balloons to loft the gas would be much more expensive. We do not have enough information to evaluate more exotic techniques, such as pumping the gas up through a hose attached to a tower or balloon system. Anthropogenic stratospheric aerosol injection would cool the planet, stop the melting of sea ice and land-based glaciers, slow sea level rise, and increase the terrestrial carbon sink, but produce regional drought, ozone depletion, less sunlight for solar power, and make skies less blue. Furthermore it would hamper Earth-based optical astronomy, do nothing to stop ocean acidification, and present many ethical and moral issues. Further work is needed to quantify many of these factors to allow informed decision-making.

Continuous-flow plasma discharge techniques show production rates of hydrocarbons and nitriles in N2 + CH4 atmospheres appropriate to the stratosphere of Titan, and indicate that a simple eddy diffusion model together with the observed electron flux quantitatively matches the Voyager IRIS observations for all the hydrocarbons, except for the simplest ones. Charged particle chemistry is very important in Triton's stratosphere. In the more CH4-rich case of Titan, many hydrocarbons and nitriles are produced in high yield. If N2 is present, the CH4 fraction is low, but hydrocarbons and nitriles are produced in fair yield, abundances of HCN and C2H2 in Triton's stratosphere exceed 10 to the 19th molecules/sq cm per sec, and NCCN, C3H4, and other species are predicted to be present. These molecules may be detected by IRIS if the stratosphere is as warm as expected. Both organic haze and condensed gases will provide a substantial UV and visible opacity in Triton's atmosphere.

Stratospheric tritium sampling was part of Project Airstream (sponsored by the US Department of Energy) between 1975 and 1983. Data from the final deployment in November 1983 are reported here, and the results of the 9 years of effort are summarized. 9 refs., 2 figs., 2 tabs

In the past two years constituent transport and chemistry experiments have been performed using both simple single constituent models and more complex reservoir species models. Winds for these experiments have been taken from the data assimilation effort, Stratospheric Data Analysis System (STRATAN).

The Finite-Volume General Circulation Model (FVGCM) has been run in 50 year simulations with the: 1) 1949-1999 Hadley Centre sea surface temperatures (SST), and 2) a fixed annual cycle of SSTs. In this presentation we first show that the 1949-1999 FVGCM simulation produces a very credible stratosphere in comparison to an NCEP/NCAR reanalysis climatology. In particular, the northern hemisphere has numerous major and minor stratospheric warming, while the southern hemisphere has only a few over the 50-year simulation. During the northern hemisphere winter, temperatures are both warmer in the lower stratosphere and the polar vortex is weaker than is found in the mid-winter southern hemisphere. Mean temperature differences in the lower stratosphere are shown to be small (less than 2 K), and planetary wave forcing is found to be very consistent with the climatology. We then will show the differences between our varying SST simulation and the fixed SST simulation in both the dynamics and in two parameterized trace gases (ozone and methane). In general, differences are found to be small, with subtle changes in planetary wave forcing that lead to reduced temperatures in the SH and increased temperatures in the NH.

Purpose: To ensure the reliability in collection of krypton even on accident in liquidizing distillation tower. Constitution: Exhaust gas flows through active carbon adsorption tower where short half-life rare gas in exhaust gas is separated by adsorption, then through heat exchanger, then continuous distillation tower where krypton 85 is separated, then through batch distillation tower where krypton 85 is condensed, and then flows into storing cylinder. On accident in liquidizing distillation tower, at the first period exhaust gas flows through series connected active carbon adsorption tower, krypton 85 adsorbed in adsorption tower being transferred to cooling type adsorption tower, at the next period exhaust gas flows through tower, krypton 85 adsorbed in adsorption tower being transferred to tower. (M. K.)

Water vapor plays a key role in determining the radiative balance in the upper troposphere and lower stratosphere (UTLS) and thus the climate of the Earth (Forster and Shine, 2002; Riese et al., 2012). Therefore a detailed knowledge about transport pathways and exchange processes between troposphere and stratosphere is required to understand the variability of water vapor in this region. The Asian monsoon anticyclone caused by deep convection over and India and east Asia is able to transport air masses from the troposphere into the nothern extra-tropical stratosphere (Müller et al. 2016, Vogel et al. 2016). These air masses contain pollution but also higher amounts of water vapor. An increase in water vapor of about 0.5 ppmv in the extra-tropical stratosphere above a potential temperature of 380 K was detected between August and September 2012 by in-situ instrumentation above the European northern hemisphere during the HALO aircraft mission TACTS. Here, we investigated the origin of this water vapor increase with the help of the 3D Lagrangian chemistry transport model CLaMS (McKenna et al., 2002). We can assign an origin of the moist air masses in the Asian region (North and South India and East China) with the help of model origin tracers. Additionally, back trajectories of these air masses with enriched water vapor are used to differentiate between transport from the Asia monsoon anticyclone and the upwelling of moister air in the tropics particularly from the Pacific and Southeast Asia.

Future space exploration requires a large light-weight structure for habitats, greenhouses, space bases, space factories and other constructions. A new approach enabling large-size constructions in space relies on the use of the technology of polymerization of fiber-filled composites with a curable polymer matrix applied in the free space environment on Erath orbit. In orbit, the material is exposed to high vacuum, dramatic temperature changes, plasma of free space due to cosmic rays, sun irradiation and atomic oxygen (in low Earth orbit), micrometeorite fluence, electric charging and microgravitation. The development of appropriate polymer matrix composites requires an understanding of the chemical processes of polymer matrix curing under the specific free space conditions to be encountered. The goal of the stratospheric flight experiment is an investigation of the effect of the stratospheric conditions on the uncured polymer matrix of the composite material. The unique combination of low residual pressure, high intensity UV radiation including short-wave UV component, cosmic rays and other aspects associated with solar irradiation strongly influences the chemical processes in polymeric materials. We have done the stratospheric flight experiments with uncured composites (prepreg). A balloon with payload equipped with heater, temperature/pressure/irradiation sensors, microprocessor, carrying the samples of uncured prepreg has been launched to stratosphere of 25-30 km altitude. After the flight, the samples have been tested with FTIR, gel-fraction, tensile test and DMA. The effect of cosmic radiation has been observed. The composite was successfully cured during the stratospheric flight. The study was supported by RFBR grants 12-08-00970 and 14-08-96011.

A new concept for aircraft cabin climatisation has been developed in which the seat is the main Indoor Air Quality (IAQ) and temperature control system for the passengers containing provisions for local supply and local exhaust of air. Direct supply of clean outside air in the breathing zone,

(Rampino and Self 1984, Pyle et al 1996, Self and Rampino 2012). But as yet, there is little evidence for the consequences of this scale of eruption for the climate system (Miles et al 2004), and few data against which to test simulations of stratospheric sulfur-injection 'geoengineering' scenarios of a similar scale and frequency (e.g. English et al 2012). A hint of the new volcano-observing capability came during the eruption of Eyjafjallajökull, Iceland. For a few days in April 2010 meteorological conditions, coupled with a dramatic increase in volcanic ash production, led to the wide dispersal of fine volcanic particles across northern Europe; an event which was widely tracked by ground-based and satellite-borne instruments, augmented by in situ measurements from balloons and aircraft (Bennett et al 2010, Flentje et al 2010, Harrison et al 2010, Stohl et al 2011). Despite the interest in Eyjafjallajökull at the time, this was, geologically, only a very modest eruption with limited sulfur emissions and an impact restricted mainly to the regional troposphere (e.g. Thomas and Prata 2011, Walker et al 2012). Then, in June 2011, a previously dormant volcano in north-east Africa began to erupt violently. Little is known about Nabro, which is a partially collapsed volcano that straddles the Eritrea-Ethiopia border, and has had no known historical activity (Wiart and Oppenheimer 2005). Despite the remote location, and lack of prior warning, the event and its aftermath were remarkably well captured by remote-sensing instruments, as demonstrated in the new letter by Sawamura et al (2012). Using both ground-based and satellite-borne laser-ranging (lidar) data, Sawamura et al (2012) were able to extract detailed information about the nature of the volcanic aerosol layer, and its spread around the globe. The eruption started strongly, with substantial ash plumes for the first 48 h, rising to 9-14 km altitude (Smithsonian Institution 2011, Bourassa et al 2012), that carried at

The strength of the stratospheric Brewer-Dobson circulation (BDC) in a changing climate has been extensively studied, but the relative importance of greenhouse gas (GHG) increases and stratospheric ozone depletion in driving the BDC changes remains uncertain. This study separates the impacts of GHG and stratospheric ozone forcings on stratospheric mean age of air in the 1960-2010 period using the Goddard Earth Observing System Model (GEOS) Chemistry-Climate Model (CCM). The experiment compares a set of controlled simulations using a coupled atmosphere-ocean version of the GEOS CCM, in which either GHGs, or stratospheric ozone, or both factors evolve over time. The model results show that GHGs and stratospheric ozone have about equal contributions to the simulated mean age decrease. It is also found that GHG increases account for about two thirds of the enhanced strength of the lower stratospheric residual circulation. The results show that ozone depletion causes an increase in the mean age of air in the Antarctic summer lower stratosphere through two processes: 1) a seasonal delay in the Antarctic polar vortex breakup, that inhibits young mid-latitude air from mixing with the older air inside the vortex; and 2) enhanced Antarctic downwelling, that brings older air from middle and upper stratosphere into the lower stratosphere.

An overview is presented of the principal characteristics of the stratospheric ozone in the Earth's atmosphere, with particular emphasis on the tropics and the ozone hole over the poles. Some effects produced in the atmosphere as a consequence of the different human activities will be described, and some data on stratospheric ozone will be shown. We point out the existence of a nucleus of least ozone in the tropics, stretching from South America to central Africa, with annual mean values less than 240 DU, a value lower than in the middle latitudes and close to the mean values at the South Pole. The existence of such a minimum is confirmed by mean values from measurements made on satellites or with earthbound instruments, for different sectors in Colombia, like Medellin, Bogota and Leticia

High levels of ionising radiation in the Earth's stratosphere will lead to increased concentrations of nitrogen oxides and decreased concentrations of ozone. Changes in the surface environment will include an increased level, of biologically harmful UV radiation, caused by the ozone depletion, and a decreased level of visible solar radiation, due to the presence of major enhancements in the stratospheric concentration of nitrogen dioxide. These changes have been studied quantitatively, using the passage of the Solar System through a supernova remnant shell as an example. Some of the potential environmental changes are a substantial global cooling, abnormally dry conditions, a reduction in global photosynthesis and a large increase in the flux of atmospheric fixed nitrogen to the surface of the Earth. Such events might have been the cause of mass extinctions in the distant past. (Author)

An analysis is made of the various reactions in which ozone and atomic oxygen are involved in the stratosphere. At the present time, hydrogen, nitrogen, and chlorine compounds in the ranges parts per million, parts per billion, and parts per trillion may have significant chemical effects. In the upper stratosphere, above the ozone peak, where there is no strong departure from photochemical equilibrium conditions, the action of hydroxyl and hydroperoxyl radicals of nitrogen dioxide and chlorine monoxide on atomic oxygen and of atomic chlorine on ozone can be introduced. A precise determination of their exact effects requires knowledge of the vertical distribution of the H 2 O, CH 4 , and H 2 dissociation by reaction of these molecules with electronically excited oxygen atom O( 1 D); the ratio of the OH and HO 2 concentrations and their absolute values, which depend on insufficiently known rate coefficients; the various origins of nitric oxide production, with their vertical distributions related to latitude and season; and the various sources giving different chlorine compounds that may be dissociated in the stratosphere. In the lower stratosphere, below the ozone peak, there is no important photochemical production of O 3 , but there exist various possibilities of transport. The predictability of the action of chemical reactions depends strongly on important interactions between OH and HO 2 radicals with CO and NO, respectively, which affect the ratio n(OH)/n(HO 2 ) at the tropopause level; between OH and NO 2 , which lead to the formation of nitric acid with its downward transport toward the troposphere; between NO and HO 2 , which lead to NO 2 and its subsequent photodissociation; between ClO and NO, which also lead to NO 2 and become more important than the reaction of ClO with O; and between Cl and various molecules, such as CH 4 and H 2 , which lead to HCl with its downward transportation toward the troposphere

The use of vertical sounding balloons for stratospheric photochemistry studies is illustrated by the use of a vertical piloted gas balloon for the search of NO2 diurnal variations. It is shown that the use of montgolfieres (hot air balloons) can enhance the vertical sounding technique. Particular attention is given to a sun-heated montgolfiere and to the more sophisticated infrared montgolfiere that is able to perform three to four vertical excursions per day and to remain aloft for weeks or months.

Much of the bitter public debate over ozone depletion has centered on the claim that chlorofluorocarbons (CFCs) pale into insignificance alongside natural sources of chlorine in the stratosphere. If so, goes the argument, chlorine could not be depleting ozone as atmospheric scientists claim, because the natural sources have been around since time immemorial, and the ozone layer is still there. The claim, put forward in a book by Rogelio Maduro and Ralf Schauerhammer, has since been touted by former Atomic Energy Commissioner Dixy Lee Ray and talk-show host Rush Limbaugh, and it forms the basis of much of the backlash now being felt by atmospheric scientists. The argument is simple: Maduro and Schauerhammer calculate that 600 million tons of chlorine enters the atmosphere annually from seawater, 36 million tons from volcanoes, 8.4 million tons from biomass burning, and 5 million tons from ocean biota. In contrast, CFCs account for a mere 750,000 tons of atmospheric chlorine a year. Besides disputing the numbers, scientists have both theoretical and observational bases for doubting that much of this chlorine is getting into the stratosphere, where it could affect the ozone layer. Linwood Callis of the National Aeronautics and Space Administration's (NASA) Langley Research Center points out one crucial problem with the argument: Chlorine from natural sources is soluble, and so it gets rained out of the lower atmosphere. CFCs, in contrast, are insoluble and inert and thus make it to the stratosphere to release their chlorine. What's more, observations of stratospheric chemistry don't support the idea that natural sources are contributing much to the chlorine there

Ranges for direct and indirect greenhouse effects due to present day aircraft emissions are quantified for northern midlatitudes, using the concept of fixed temperature (FT) radiative forcing as calculated with a radiative transfer model. The direct greenhouse effects considered here are from emissions of carbon dioxide, water vapor, and nitrogen dioxide. To calculate the concentration increases of carbon dioxide and stratospheric water vapor, an analytical expression is developed based on a linear approximation of global fuel burn versus time. Unlike the expressions currently used in the literature, the authors' expression does not account for emission rates only, but also for a loss term--hence making it more suitable for shorter lived emittants. For midlatitude summer conditions, a total radiative forcing ranging from 0.04 to 0.09 Wm -2 is calculated for the direct greenhouse effects, whereas for midlatitude winter the range is 0.07 to 0.26 Wm -2 . The indirect greenhouse effects considered here are sulfate aerosol formation from sulfur dioxide emissions, contrail formation from emitted water vapor and condensation nuclei, and ozone formation from NO x emissions. The total radiative forcing coming from these indirect effects range from -0.67 to 0.25 Wm -2 in summer a/nd from -0.36 to 0.21 Wm -2 in winter. Further, the global distribution of NO x and ozone increases from aircraft emissions world-wide are simulated with a three-dimensional chemistry transport model for January and July. The geographical distribution of the radiative forcing associated with the simulated ozone increases is also calculated for these months

Synoptic, coarse-grain, isentropic maps of Ertel's potential vorticity Q for the northern middle stratosphere, estimated using a large-Richardson-number approximation, are presented for a number of days in January-February 1979, together with some related isentropic trajectory calculations The effects of substituting FGGE for NMC base data are noted, as well as some slight corrections to maps published earlier. The combined evidence from the observations and from dynamical models strongly indicates the existence of planetary-wave breaking, a process in which material contours are rapidly and irreversibly deformed. In the winter stratosphere this occurs most spectacularly in a gigantic 'nonlinear critical layer', or 'surf zone', which surrounds the main polar vortex, and which tends to erode the vortex when wave amplitudes become large. Some of the FGGE-based Q maps suggest that we may be seeing glimpses of local dynamical instabilities and vortex-rollup phenomena within breaking planetary waves. Related phenomena in the troposphere are discussed. An objective definition of the area A( t) of the main vortex, as it appears on isentropic Q maps, is proposed. A smoothed time series of daily values of A( t) should be a statistically powerful 'circulation index' for the state of the winter-time middle stratosphere, which avoids the loss of information incurred by Eulerian space and time averaging.

Results of an experimental investigation of the contamination of air sampling inlets by aircraft emissions from the NASA CV-990 research aircraft are presented. This four-engine jet aircraft is a NASA facility used for many different atmospheric and meteorological experiments, as well as for developing spacecraft instrumentation for remote measurements. Our investigations were performed to provide information on which to base the selection of sampling locations for a series of multi-instrument missions for measuring tropospheric trace gases. The major source of contamination is the exhaust from the jet engines, which generate many of the same gases that are of interest in atmospheric chemistry, as well as other gases that may interfere with sampling measurements. The engine exhaust contains these gases in mixing ratios many orders of magnitude greater than those that occur in the clean atmosphere which the missions seek to quantify. Pressurized samples of air were collected simultaneously from a scoop located forward of the engines to represent clean air and from other multiport scoops at various aft positions on the aircraft. The air samples were analyzed in the laboratory by gas chromatography for carbon monoxide, an abundant combustion by-product. Data are presented for various scoop locations under various flight conditions.

Full Text Available Data from three years of MOZAIC measurements made it possible to determine a distribution law for the relative humidity in the upper troposphere and lower stratosphere. Data amounting to 13.5% of the total were obtained in regions with ice supersaturation. Troposphere and stratosphere are distinguished by an ozone concentration of 130 ppbv as threshold. The probability of measuring a certain amount of ice supersaturation in the troposphere decreases exponentially with the degree of ice supersaturation. The probability of measuring a certain relative humidity in the stratosphere (both with respect to water and ice decreases exponentially with the relative humidity. A stochastic model that naturally leads to the exponential distribution is provided. Mean supersaturation in the troposphere is about 15%, whereas ice nucleation requires 30% supersaturation on the average. This explains the frequency of regions in which aircraft induce persistent contrails but which are otherwise free of clouds. Ice supersaturated regions are 3-4 K colder and contain more than 50% more vapour than other regions in the upper troposphere. The stratospheric air masses sampled are dry, as expected, having mean relative humidity over water of 12% and over ice of 23%, respectively. However, 2% of the stratospheric data indicate ice supersaturation. As the MOZAIC measurements have been obtained on commercial flights mainly between Europe and North America, the data do not provide a complete global picture, but the exponential character of the distribution laws found is probably valid globally. Since water vapour is the most important greenhouse gas and since it might enhance the anthropogenic greenhouse effects via positive feedback mechanisms, it is important to represent its distribution correctly in climate models. The discovery of the distribution law of the relative humidity makes possible simple tests to show whether the hydrological cycle in climate models is

The first measurement of the hemispheric distribution of N 2 O concentrations in the lower stratosphere of the Northern Hemisphere is reported for July 1975. This distribution is similar to those of CCl 3 F and SF 6 , although N 2 O is more stable in the stratosphere than either of the other trace gases. The inventory of N 2 O in the stratosphere of the Northern Hemisphere in July 1975 against which future observations can be compared is 136 Tg

Given the myriad exhaust compounds and the corresponding problems that they can pose in an exhaust management system, the proper choice of such systems is a complex task. Presenting the fundamentals, technical details, and general solutions to real-world problems, Semiconductor Industry: Wafer Fab Exhaust Management offers practical guidance on selecting an appropriate system for a given application. Using examples that provide a clear understanding of the concepts discussed, Sherer covers facility layout, support facilities operations, and semiconductor process equipment, followed by exhaust types and challenges. He reviews exhaust point-of-use devices and exhaust line requirements needed between process equipment and the centralized exhaust system. The book includes information on wet scrubbers for a centralized acid exhaust system and a centralized ammonia exhaust system and on centralized equipment to control volatile organic compounds. It concludes with a chapter devoted to emergency releases and a separ...

Full Text Available Measurements of rotational lines emitted by middle atmospheric trace gases have been carried out from the Alpine
station of Testa Grigia (45.9°N, 7.7°E, elev. 3500 m by means of a Ground-Based Millimeter-wave Spectrometer
(GBMS. Observations of species such as O3, HNO3, CO, N2O, HCN, and HDO took place during 4 winter periods,
from February 2004 to March 2007, for a total of 116 days of measurements grouped in about 18 field campaigns.
By studying the pressure-broadened shape of emission lines the vertical distribution of the observed constituents
is retrieved within an altitude range of ?17-75 km, constrained by the 600 MHz pass band and the 65 kHz
spectral resolution of the back-end spectrometer. This work discusses the behavior of stratospheric O3 during the
entire period of operation at Testa Grigia. Mid-latitude O3 columnar content as estimated using GBMS measurements
can vary by large amounts over a period of very few days, with the largest variations observed in December
2005, February 2006, and March 2006, confirming that the northern winter of 2005-2006 was characterized by a
particularly intense planetary wave activity. The largest rapid variation from maximum to minimum O3 column values
over Testa Grigia took place in December 2006 and reached a relative value of 72% with respect to the average
column content for that period. During most GBMS observation times much of the variability is concentrated
in the column below 20 km, with tropospheric weather systems and advection of tropical tropospheric air into the
lower stratosphere over Testa Grigia having a large impact on the observed variations in column contents. Nonetheless,
a wide variability is also found in middle stratospheric GBMS O3 measurements, as expected for mid-latitude
ozone. We find that O3 mixing ratios at ?32 km are very well correlated with the solar illumination experienced by
air masses over the previous ?15 days, showing that already at 32 km

A low-cost, easily retrofit Propulsion Controlled Aircraft (PCA) system for use on a wide range of commercial and military aircraft consists of an propulsion controlled aircraft computer that reads in aircraft data including aircraft state, pilot commands and other related data, calculates aircraft throttle position for a given maneuver commanded by the pilot, and then displays both current and calculated throttle position on a cockpit display to show the pilot where to move throttles to achieve the commanded maneuver, or is automatically sent digitally to command the engines directly.

The Reactor Safety Subcommittee in the Nuclear Safety and Preservation Committee published 'The criteria on assessment of probability of aircraft crash into light water reactor facilities' as the standard method for evaluating probability of aircraft crash into nuclear reactor facilities in July 2002. In response to this issue, Japan Nuclear Energy Safety Organization has been collecting open information on aircraft accidents of commercial airplanes, self-defense force (SDF) airplanes and US force airplanes every year since 2003, sorting out them and developing the database of aircraft accidents for the latest 20 years to evaluate probability of aircraft crash into nuclear reactor facilities. In this report the database was revised by adding aircraft accidents in 2011 to the existing database and deleting aircraft accidents in 1991 from it, resulting in development of the revised 2012 database for the latest 20 years from 1992 to 2011. Furthermore, the flight information on commercial aircrafts was also collected to develop the flight database for the latest 20 years from 1992 to 2011 to evaluate probability of aircraft crash into reactor facilities. The method for developing the database of aircraft accidents to evaluate probability of aircraft crash into reactor facilities is based on the report 'The criteria on assessment of probability of aircraft crash into light water reactor facilities' described above. The 2012 revised database for the latest 20 years from 1992 to 2011 shows the followings. The trend of the 2012 database changes little as compared to the last year's report. (1) The data of commercial aircraft accidents is based on 'Aircraft accident investigation reports of Japan transport safety board' of Ministry of Land, Infrastructure, Transport and Tourism. The number of commercial aircraft accidents is 4 for large fixed-wing aircraft, 58 for small fixed-wing aircraft, 5 for large bladed aircraft and 99 for small bladed aircraft. The relevant accidents

Stratospheric airships are lighter-than-air vehicles that have the potential to provide a long-duration airborne presence at altitudes of 18-22 km. Designed to operate on solar power in the calm portion of the lower stratosphere and above all regulated air traffic and cloud cover, these vehicles represent an emerging platform that resides between conventional aircraft and satellites. A particular challenge for airship operation is the planning of ascent trajectories, as the slow moving vehicle must traverse the high wind region of the jet stream. Due to large changes in wind speed and direction across altitude and the susceptibility of airship motion to wind, the trajectory must be carefully planned, preferably optimized, in order to ensure that the desired station be reached within acceptable performance bounds of flight time and energy consumption. This thesis develops optimal ascent trajectories for stratospheric airships, examines the structure and sensitivity of these solutions, and presents a strategy for onboard guidance. Optimal ascent trajectories are developed that utilize wind energy to achieve minimum-time and minimum-energy flights. The airship is represented by a three-dimensional point mass model, and the equations of motion include aerodynamic lift and drag, vectored thrust, added mass effects, and accelerations due to mass flow rate, wind rates, and Earth rotation. A representative wind profile is developed based on historical meteorological data and measurements. Trajectory optimization is performed by first defining an optimal control problem with both terminal and path constraints, then using direct transcription to develop an approximate nonlinear parameter optimization problem of finite dimension. Optimal ascent trajectories are determined using SNOPT for a variety of upwind, downwind, and crosswind launch locations. Results of extensive optimization solutions illustrate definitive patterns in the ascent path for minimum time flights across

The exhaust gas plume is an important and sometimes dominating contributor to the infrared signature of ships. Suppression of the infrared ship signatures has been studied by TNO for the Royal Netherlands Navy over considerable time. This study deals with the suppression effects, which can be

Recent in situ and satellite measurements suggest a contribution of 5 pptv to stratospheric inorganic bromine from short-lived bromocarbons. We conduct a modeling study of the two most important short-lived bromocarbons, bromoform (CHBr3) and dibromomethane (CH2Br2), with the Goddard Earth Observing System Chemistry Climate Model (GEOS CCM) to account for this missing stratospheric bromine. We derive a "top-down" emission estimate of CHBr3 and CH2Br2 using airborne measurements in the Pacific and North American troposphere and lower stratosphere obtained during previous NASA aircraft campaigns. Our emission estimate suggests that to reproduce the observed concentrations in the free troposphere, a global oceanic emission of 425 Gg Br yr(exp -1) for CHBr3 and 57 Gg Br yr(exp -l) for CH2Br2 is needed, with 60% of emissions from open ocean and 40% from coastal regions. Although our simple emission scheme assumes no seasonal variations, the model reproduces the observed seasonal variations of the short-lived bromocarbons with high concentrations in winter and low concentrations in summer. This indicates that the seasonality of short-lived bromocarbons is largely due to seasonality in their chemical loss and transport. The inclusion of CHBr3 and CH2Br2 contributes 5 pptv bromine throughout the stratosphere. Both the source gases and inorganic bromine produced from source gas degradation (BrSLS) in the troposphere are transported into the stratosphere, and are equally important. Inorganic bromine accounts for half (2.5 pptv) of the bromine from the inclusion of CHBr3 and CHzBr2 near the tropical tropopause and its contribution rapidly increases to 100% as altitude increases. More than 85% of the wet scavenging of Br(sub y)(sup VSLS) occurs in large-scale precipitation below 500 hPa. Our sensitivity study with wet scavenging in convective updrafts switched off suggests that Br(sub y)(sup SLS) in the stratosphere is not sensitive to convection. Convective scavenging only

The Reactor Safety Subcommittee in the Nuclear Safety and Preservation Committee published the report 'The criteria on assessment of probability of aircraft crash into light water reactor facilities' as the standard method for evaluating probability of aircraft crash into nuclear reactor facilities in July 2002. In response to the report, Japan Nuclear Energy Safety Organization has been collecting open information on aircraft accidents of commercial airplanes, self-defense force (SDF) airplanes and US force airplanes every year since 2003, sorting out them and developing the database of aircraft accidents for latest 20 years to evaluate probability of aircraft crash into nuclear reactor facilities. This year, the database was revised by adding aircraft accidents in 2010 to the existing database and deleting aircraft accidents in 1991 from it, resulting in development of the revised 2011 database for latest 20 years from 1991 to 2010. Furthermore, the flight information on commercial aircrafts was also collected to develop the flight database for latest 20 years from 1991 to 2010 to evaluate probability of aircraft crash into reactor facilities. The method for developing the database of aircraft accidents to evaluate probability of aircraft crash into reactor facilities is based on the report 'The criteria on assessment of probability of aircraft crash into light water reactor facilities' described above. The 2011 revised database for latest 20 years from 1991 to 2010 shows the followings. The trend of the 2011 database changes little as compared to the last year's one. (1) The data of commercial aircraft accidents is based on 'Aircraft accident investigation reports of Japan transport safety board' of Ministry of Land, Infrastructure, Transport and Tourism. 4 large fixed-wing aircraft accidents, 58 small fixed-wing aircraft accidents, 5 large bladed aircraft accidents and 114 small bladed aircraft accidents occurred. The relevant accidents for evaluating

Despite modern day ventilation, underground miners are exposed to diesel particulate matter (DPM) composed of elemental carbon, organic carbon, sulphates, metals and ashes. Diesel exhaust contains over 40 air contaminants that have been recognized as toxic, carcinogenic or reproductive and developmental hazards. Nearly all components of diesel exhaust interact with the human body at the bloodstream or tissue level. This presentation discussed the following 4 potential levels of threat posed by the physical and chemical nature of diesel exhaust: (1) cancer of the lungs and bladder, (2) toxins that affect the nervous, endocrine, reproductive and immune system as well as the liver and kidneys, (3) fine particulate matter that can cause premature death and an increase in respiratory illness, and (4) nitrogen oxides that contribute to increased ozone and smog. Non-cancer health effects from short-term exposure include acute irritation and respiratory symptoms. This presentation also referred to cancer risk assessments of diesel exhaust by national, state, and world health organizations. Particulate exposure standards for Canada, Quebec, Ontario and the United States were listed along with the percentage of DPM samples in excess of various exposure limits in 2008 according to Canadian underground mine data. DPM concentration levels in mines are in the range that environmental agencies would consider high for general population exposure. Solutions for underground mines include pollution control at the source; use of modern engines with certification for underground mining; emissions based maintenance; exhaust treatment; use of clean or alternative fuels such as hydrogen; regular sampling and monitoring; ventilation; training and technology transfer; and regulations. tabs., figs.

The objective is to establish an understanding of primary pollutant, trace species, and aerosol chemical evolution as engine exhaust travels through the nonuniform, unsteady flow fields of the turbine and exhaust nozzle. An understanding of such processes is necessary to provide accurate inputs for plume-wake modeling efforts and is therefore a critical element in an assessment of the atmospheric effects of both current and future aircraft. To perform these studies, a numerical tool was developed combining the calculation of chemical kinetics and one-, two-, or three-dimensional (1-D, 2-D, 3-D) Reynolds-averaged flow equations. Using a chemistry model that includes HO{sub x}, NO{sub y}, SO{sub x}, and CO{sub x} reactions, several 1-D parametric analyses were conducted for the entire turbine and exhaust nozzle flow path of a typical advanced subsonic engine to understand the effects of various flow and chemistry uncertainties on a baseline 1-D result. These calculations were also used to determine parametric criteria for judging 1-D, 2-D, and 3-D modeling requirements as well as to provide information about chemical speciation at the nozzle exit plane. (author) 9 refs.

The objective is to establish an understanding of primary pollutant, trace species, and aerosol chemical evolution as engine exhaust travels through the nonuniform, unsteady flow fields of the turbine and exhaust nozzle. An understanding of such processes is necessary to provide accurate inputs for plume-wake modeling efforts and is therefore a critical element in an assessment of the atmospheric effects of both current and future aircraft. To perform these studies, a numerical tool was developed combining the calculation of chemical kinetics and one-, two-, or three-dimensional (1-D, 2-D, 3-D) Reynolds-averaged flow equations. Using a chemistry model that includes HO{sub x}, NO{sub y}, SO{sub x}, and CO{sub x} reactions, several 1-D parametric analyses were conducted for the entire turbine and exhaust nozzle flow path of a typical advanced subsonic engine to understand the effects of various flow and chemistry uncertainties on a baseline 1-D result. These calculations were also used to determine parametric criteria for judging 1-D, 2-D, and 3-D modeling requirements as well as to provide information about chemical speciation at the nozzle exit plane. (author) 9 refs.

Full Text Available In this work we focus on the direct radiative forcing (RF of black carbon (BC and sulphuric acid particles emitted by future supersonic aircraft, as well as on the ozone RF due to changes produced by emissions of both gas species (NOx, H2O and aerosol particles capable of affecting stratospheric ozone chemistry. Heterogeneous chemical reactions on the surface of sulphuric acid stratospheric particles (SSA-SAD are the main link between ozone chemistry and supersonic aircraft emissions of sulphur precursors (SO2 and particles (H2O–H2SO4. Photochemical O3 changes are compared from four independent 3-D atmosphere-chemistry models (ACMs, using as input the perturbation of SSA-SAD calculated in the University of L'Aquila model, which includes on-line a microphysics code for aerosol formation and growth. The ACMs in this study use aircraft emission scenarios for the year 2050 developed by AIRBUS as a part of the EU project SCENIC, assessing options for fleet size, engine technology (NOx emission index, Mach number, range and cruising altitude. From our baseline modeling simulation, the impact of supersonic aircraft on sulphuric acid aerosol and BC mass burdens is 53 and 1.5 μg/m2, respectively, with a direct RF of −11.4 and 4.6 mW/m2 (net RF=−6.8 mW/m2. This paper discusses the similarities and differences amongst the participating models in terms of changes to O3 precursors due to aircraft emissions (NOx, HOx,Clx,Brx and the stratospheric ozone sensitivity to them. In the baseline case, the calculated global ozone change is −0.4 ±0.3 DU, with a net radiative forcing (IR+UV of −2.5± 2 mW/m2. The fraction of this O3-RF attributable to SSA-SAD changes is, however, highly variable among the models, depending on the NOx removal

This thesis involved an examination of the internal structure of thirteen 10 μm aggregates using selected techniques from the field now known as analytical electron microscopy. The aggregates were collected in the earth's stratosphere at 20 km altitude by impactors mounted on NASA U-2 aircraft. Eleven of them exhibited relative major element abundances similar to those found in chondritic meteorities. For this and other reasons, these eleven particles are believed to represent relatively-unaltered interplanetary dust. Interplanetary dust is thought to be of cometary origin, and comets in turn provide the most promising reservoir for unaltered samples of materials present during the collapse of the solar nebula. This thesis shows that the chondritic aggregates probably contain important information on a wide range of processes in the early solar system. In the course of this study, significant developments were necessary in the techniques of analysis for: (i) selected area electron diffraction (SAED) data; (ii) energy dispersive x-ray spectra; and (iii) spatial heterogeneity in geological materials. These developments include a method for analysing single crystal SAED patterns using spherical geometry. The method makes possible much more efficient use of diffraction data taken with a goniometer specimen stage. It allows major portions of the analysis to be done by a microprocessor, and it has potential for a wide range of on-line applications. Also, a comprehensive approach to the study of point-to-point heterogeneity in geological materials was developed. Some statistical, comparative, petrographic, and physical applications are described in the thesis

Full Text Available Soon after the discovery of the Antarctic ozone hole it became clear that particles in the polar stratosphere had
an infl uence on the destruction of the ozone layer. Two major types of particles, sulphate aerosols and Polar
Stratospheric Clouds (PSCs, provide the surfaces where fast heterogeneous chemical reactions convert inactive
halogen reservoir species into potentially ozone-destroying radicals. Lidar measurements have been used to classify
the PSCs. Following the Mt. Pinatubo eruption in June 1991 it was found that the Arctic stratosphere was loaded
with aerosols, and that aerosols observed with lidar and ozone observed with ozone sondes displayed a layered
structure, and that the aerosol and ozone contents in the layers frequently appeared to be negatively correlated.
The layered structure was probably due to modulation induced by the dynamics at the edge of the polar vortex.
Lidar observations of the Mt. Pinatubo aerosols were in several cases accompanied by balloon-borne backscatter
soundings, whereby backscatter measurements in three different wavelengths made it possible to obtain information
about the particle sizes. An investigation of the infl uence of synoptic temperature histories on the physical properties
of PSC particles has shown that most of the liquid type 1b particles were observed in the process of an ongoing,
relatively fast, and continuous cooling from temperatures clearly above the nitric acid trihydrate condensation
temperature (TNAT. On the other hand, it appeared that a relatively long period, with a duration of at least 1-2 days,
at temperatures below TNAT provide the conditions which may lead to the production of solid type 1a PSCs.

A hierarchy of models of different complexity has been applied to estimate the impact of aircraft NO{sub x} emissions on atmospheric chemistry. The global circulation model ECHAM3 has been coupled with two types of chemistry modules. The first of these describes only a simplified (linear) NO{sub x} and HNO{sub 3} chemistry while the second one is a comprehensive chemistry module (CHEM), describing tropospheric and stratospheric chemistry including photochemical reactions and heterogeneous reactions on sulphate aerosols and PSCs. The module CHEM has been coupled either off-line or with feedback via the ozone concentration. First results of multilayer integrations (over decades) are discussed. (author) 27 refs.

A hierarchy of models of different complexity has been applied to estimate the impact of aircraft NO{sub x} emissions on atmospheric chemistry. The global circulation model ECHAM3 has been coupled with two types of chemistry modules. The first of these describes only a simplified (linear) NO{sub x} and HNO{sub 3} chemistry while the second one is a comprehensive chemistry module (CHEM), describing tropospheric and stratospheric chemistry including photochemical reactions and heterogeneous reactions on sulphate aerosols and PSCs. The module CHEM has been coupled either off-line or with feedback via the ozone concentration. First results of multilayer integrations (over decades) are discussed. (author) 27 refs.

The Limb Infrared Monitor of the Stratosphere is used to obtain vertical profiles and maps of temperature and the concentration of ozone, water vapor, nitrogen dioxide, and nitric acid for the region of the stratosphere bounded by the upper troposphere and the lower mesosphere.

Joint experiments were organized or available during stratospheric flights of a photopolarimeter, referred to as RADIBAL (radiometer balloon). In May 1984, RADIBAL flew simultaneously with another balloonborne experiment conducted by the Institut d'Aeronomie Spatiale de Belgique (IASB), which provides multiwavelength vertical profiles of the aerosol scattering coefficient. At this time, the El Chichon layer was observable quite directly from mountain sites. A ground-based station set up at Pic du Midi allowed an extensive description of the aerosol optical properties. The IASB and the Pic du Midi observations are consistent with the aerosol properties derived from the RADIBAL measurement analysis.

It is well known that an overexposure to ultraviolet radiation is associated with a number of health risks such as an increased risk of cataracts and skin cancers. At a time when climate change is often blamed for all our environmental problems, what is the latest news about the stratospheric ozone layer and other factors controlling ultraviolet radiation at the surface of the Earth? Will the expected changes in the chemical composition of the atmosphere and changes in our climate increase or decrease the risk for skin cancer? This article investigates the role of the various factors influencing ultraviolet radiation and presents the latest knowledge on the subject. (author)

A photoelectric particle counter was used for the measurement of aerosol boiling points. The operational principle involves raising the temperature of the aerosol by vigorously heating a portion of the intake tube. At or above the boiling point, the particles disintegrate rather quickly, and a noticeable effect on the size distribution and concentration is observed. Stratospheric aerosols appear to have the same volatility as a solution of 75% sulfuric acid. Chemical analysis of the aerosols indicates that there are other substances present, but that the sulfate radical is apparently the major constituent.

Stratospheric injection of scattering aerosols has been proposed as a way to reduce global temperature increases by decreasing net atmospheric radiative forcing. Several methods have been suggested as a means of implementing solar geoengineering, and high altitude aircraft have been identified as an accessible means delivering sulfate aerosols to the lower and mid-stratosphere. This research initiative analyzes the design features of an onboard open cycle chemical plant capable of in situ sulfur to sulfate conversion, and compares the required mass to that of transporting pre-fabricated gaseous or liquid sulfate aerosol precursors. Scaling from aero-derivative gas turbine engines, commercial catalytic converters, and existing aerospace materials indicate that aircraft equipped with such a system could provide a substantial mass benefit compared to direct transport of compound sulfate products.

The long term stratospheric cooling in recent decades is believed to be equally important as surface warming as evidence of influences of human activities on the climate system. Un- fortunatly, there are some discrepancies among different measurements of stratospheric tem- peratures, which could be partially caused by the limitations of the measurement techniques. It has been known for decades that cosmic ray muon flux is sensitive to stratospheric temperature change. Dorman proposed that this effect could be used to probe the tempera- ture variations in the stratophere. In this talk, a method for reconstructing stratospheric temperature will be discussed. We verify this method by comparing the stratospheric tem- perature measured by radiosonde with the ones derived from cosmic ray measurement at multiple locations around the globe.

Trends in the stratospheric temperature are studied based on the temperature profile observation from the Sounding of the Atmosphere using Broadband Emission Radiometry (SABER). The spatially trends are evaluated in different time scales ranging from decadal to monthly resolved. The results indicate a signature of BDC acceleration. There are strong warming trends (up to 9 K/decade) in the middle to upper stratosphere in the high latitude spring, summer, and autumn seasons, accompanied by strong cooling trends in the lower stratosphere. Besides, strong warming trends occurs through the whole stratosphere over the Southern Hemisphere, which confirms Antarctic ozone layer healing since 2000. In addition, the results demonstrate a significant warming trends in the middle of tropical stratosphere, which becomes strongest during June-July-August.

Radioactivity data are presented from Project Airstream (aircraft) for the year 1983 and for Project Ashcan (balloon) for the years 1982 and 1984. Due to budgetary constraints both Projects Airstream and Ashcan have been terminated. This will be the final report containing radioactivity data collected during projects airstream and ashcan. Included are gross gamma, gamma spectral and radiochemical analyses of filter samples. Quality control samples submitted along with the air filter samples were analyzed and the results are presented. Low activity on many of the filters precludes the estimation of the stratospheric inventories of /sup 239,240/Pu and 90 Sr. Based on data with count errors 90 Sr and /sup 239,240/Pu concentration for November 1983 was 0.2 +- 0.1 and 0.009 +- 0.006 Bq/1000 scm, respectively

Information on commuter airline trends and aircraft developments is provided to upgrade the preliminary findings of a NASA-formed small transport aircraft technology (STAT) team, established to determine whether the agency's research and development programs could help commuter aircraft manufacturers solve technical problems related to passenger acceptance and use of 19- to 50-passenger aircraft. The results and conclusions of the full set of completed STAT studies are presented. These studies were performed by five airplane manufacturers, five engine manufacturers, and two propeller manufacturers. Those portions of NASA's overall aeronautics research and development programs which are applicable to commuter aircraft design are summarized. Areas of technology that might beneficially be expanded or initiated to aid the US commuter aircraft manufacturers in the evolution of improved aircraft for the market are suggested.

The persistence of Polar Stratospheric Clouds (PSCs) observed by the Stratospheric Aerosol Measurement (SAM) 2 satellite sensor over a 9-year period is compared and contrasted. Histograms of the SAM 2 1.0 micron extinction ratio data (aerosol extinction normalized by the molecular extinction) at an altitude of 18 km in the Antarctic have been generated for three 10-day periods in the month of September. Statistics for eight different years (1979 to 1982 and 1984 to 1987) are shown in separate panels for each figure. Since the SAM 2 system is a solar occultation experiment, observations are limited to the edge of the polar night and no measurements are made deep within the vortex where temperatures could be colder. For this reason, use is made of the NMC global gridded fields and the known temperature-extinction relationship to infer additional information on the occurrence and areal coverage of PSCs. Calculations of the daily areal coverage of the 195 K isotherm will be presented for this same period of data. This contour level lies in the range of the predicted temperature for onset of the Type 1 particle enhancement mode at 50 mb (Poole and McCormick, 1988b) and should indicate approximately when formation of the binary HNO3-H2O particles begins.

An experimental study of photolytic aerosol formation at stratospheric pressure (60 Torr) and laboratory temperature, was carried out previous to the exact simulation of photolytic aerosol formation in real stratospheric conditions. An experimental simulation device, techniques of generation of known mixtures of inert gases with SO 2 and NOsub(x) traces at low concentration (below 1 ppm volume) and H 2 O traces (a few ppm), and techniques for the determination and counting of aerosol particles at low pressures were perfected. The following results were achieved: the rate of vapor condensation on nuclei was reduced when total pressure decreased. At low pressure the working of condensation nuclei counters and the formation of photolytic aerosols is influenced by this phenomenon. An explanation is proposed, as well as means to avoid this unpleasant effect on the working of nuclei counters at low pressure. No photolytic aerosol production was ascertained at 60 Torr when water concentration was below 100 ppm whatever the concentration of SO 2 or NOsub(x) traces. With water concentration below 1200ppm and SO 2 trace concentration below 1ppm, the aerosol particles produced could not consist of sulfuric acid drops but probably of nitrosyl sulfate acide crystals [fr

The current knowledge of the chemistry of the stratosphere is reviewed, with particular consideration given to the measurements from the Atmospheric Trace Molecule Spectroscopy (ATMOS) experiment and from the Airborne Antarctic Ozone Experiment. Analysis of the ATMOS data at 30 deg N suggests that the current understanding of the contemporary-stratosphere chemistry at mid-latitudes is relatively complete, except for possible problems with the diurnal variations of N2O5 at low altitudes, and with ClNO3 at higher altitudes. Except for some difficulties with these two compounds, the data from ATMOS agree well with the gas phase models for nitrogen and chlorine species at 30 deg N in spring. It is emphasized that, in addition to the HOCl mechanism proposed by Solomon et al. (1986), the ClO-BrO scheme proposed by McElroy et al. (1986), and the ClO dimer mechanism introduced by Molina and Molina (1987), other processes exist that are responsible for ozone removal.

We analyze the aircraft observations obtained during the Arctic Research of the Composition of the Troposphere from Aircraft and Satellite (ARCTAS) mission together with the GEOS-5 CO simulation to examine O3 and NOy in the Arctic and sub-Arctic region and their source attribution. Using a number of marker tracers and their probability density distributions, we distinguish various air masses from the background troposphere and examine their contribution to NOx, O3, and O3 production in the Arctic troposphere. The background Arctic troposphere has mean O3 of approximately 60 ppbv and NOx of approximately 25 pptv throughout spring and summer with CO decreases from approximately 145 ppbv in spring to approximately 100 ppbv in summer. These observed CO, NOx and O3 mixing ratios are not notably different from the values measured during the 1988 ABLE-3A and the 2002 TOPSE field campaigns despite the significant changes in the past two decades in processes that could have changed the Arctic tropospheric composition. Air masses associated with stratosphere-troposphere exchange are present throughout the mid and upper troposphere during spring and summer. These air masses with mean O3 concentration of 140-160 ppbv are the most important direct sources of O3 in the Arctic troposphere. In addition, air of stratospheric origin is the only notable driver of net O3 formation in the Arctic due to its sustainable high NOx (75 pptv in spring and 110 pptv in summer) and NOy (approximately 800 pptv in spring and approximately 1100 pptv in summer) levels. The ARCTAS measurements present observational evidence suggesting significant conversion of nitrogen from HNO3 to NOx and then to PAN (a net formation of approximately 120 pptv PAN) in summer when air of stratospheric origin is mixed with tropospheric background during stratosphere-to-troposphere transport. These findings imply that an adequate representation of stratospheric O3 and NOy input are essential in accurately simulating O3

.... Test and control specimens were affixed on exposure racks and installed on aircraft carriers to compare adhesive bonding primers for aluminum and to determine the static property behavior of various...

Full Text Available In the tropics, deep convection is the major source of uncertainty in water vapor transport to the upper troposphere and into the stratosphere. Although accurate measurements in this region would be of first order importance to better understand the processes that govern stratospheric water vapor concentrations and trends in the context of a changing climate, they are sparse because of instrumental shortcomings and observational challenges. Therefore, the Falcon research aircraft of the Deutsches Zentrum für Luft- und Raumfahrt (DLR flew a zenith-viewing water vapor differential absorption lidar (DIAL during the Tropical Convection, Cirrus and Nitrogen Oxides Experiment (TROCCINOX in 2004 and 2005 in Brazil. The measurements were performed alternatively on three water vapor absorption lines of different strength around 940 nm. These are the first aircraft DIAL measurements in the tropical upper troposphere and in the mid-latitudes lower stratosphere. Sensitivity analyses reveal an accuracy of 5% between altitudes of 8 and 16 km. This is confirmed by intercomparisons with the Fast In-situ Stratospheric Hygrometer (FISH and the Fluorescent Advanced Stratospheric Hygrometer (FLASH onboard the Russian M-55 Geophysica research aircraft during five coordinated flights. The average relative differences between FISH and DIAL amount to −3%±8% and between FLASH and DIAL to −8%±14%, negative meaning DIAL is more humid. The average distance between the probed air masses was 129 km. The DIAL is found to have no altitude- or latitude-dependent bias. A comparison with the balloon ascent of a laser absorption spectrometer gives an average difference of 0%±19% at a distance of 75 km. Six tropical DIAL under-flights of the Michelson Interferometer for Passive Atmospheric Sounding (MIPAS on board ENVISAT reveal a mean difference of −8%±49% at an average distance of 315 km. While the comparison with MIPAS is somewhat less significant due to poorer

In early 1996, the ability to run NASA Lewis Research Center's Abe Silverstein 10- by 10- Foot Supersonic Wind Tunnel (10x10) at subsonic test section speeds was reestablished. Taking advantage of this new speed range, a subsonic research test program was scheduled for the 10x10 in the fall of 1996. However, many subsonic aircraft test models require an exhaust source to simulate main engine flow, engine bleed flows, and other phenomena. This was also true of the proposed test model, but at the time the 10x10 did not have a model exhaust capability. So, through an in-house effort over a period of only 5 months, a new model exhaust system was designed, installed, checked out, and made ready in time to support the scheduled test program.

Climate models often simulate dynamical warming of the Arctic stratosphere as a response to global warming in association with a strengthening of the deep branch of the Brewer-Dobson circulation; however until now, no satisfactory mechanism for such a response has been suggested. Here we investigate the role of stationary planetary waves in the dynamical response of the Arctic winter stratosphere circulation to global warming by analysing simulations performed with atmosphere-only Coupled Model Intercomparison Project Phase 5 (CMIP5) models driven by prescribed sea surface temperatures (SSTs). We focus on December-February (DJF) because this is the period when the troposphere and stratosphere are strongly coupled. When forced by increased SSTs, all the models analysed here simulate Arctic stratosphere dynamical warming, mostly due to increased upward propagation of quasi-stationary wave number 1, as diagnosed by the meridional eddy heat flux. By analysing intermodel spread in the response we show that the stratospheric warming and increased wave flux to the stratosphere correlate with the strengthening of the zonal winds in subtropics and mid-latitudes near the tropopause- a robust response to global warming. These results support previous studies of future Arctic stratosphere changes and suggest a dynamical warming of the Arctic wintertime polar vortex as the most likely response to global warming.

Full Text Available To investigate the gravitational separation of atmospheric components in the stratosphere, air samples collected using an aircraft during the Arctic Airborne Measurement Program 2002 (AAMP02 were analyzed for the O_2 N_2 ratios (δ(O_2 N_2, δ^N of N_2, δ^O of O_2 and Ar N_2 ratio (δ(Ar N_2. The relationship between observed stratospheric δ^N of N_2, δ^O of O_2 and δ(Ar N_2 over the Svalbard Islands and Barrow showed mass-dependent fractionation of atmospheric components in the stratosphere, which suggested that gravitational separation could be observable in the lowermost stratosphere inside the polar vortex. By examining the rates of change in δ(O_2 Nv and δ^C of CO_2 relative to the CO_2 concentration, such observed correlations were bound to be mainly attributable to upward propagation of their seasonal cycles produced in the troposphere and height-dependent air age as well as gravitational separation in the stratosphere. Air samples collected over Syowa Station, Antarctica, Kiruna, Sweden and Sanriku, Japan using balloon-borne cryogenic air samplers were analyzed for δ^N of Nv and δ^O of O_2. Strength of the gravitational separation was a function of latitude, showing the largest separation inside the polar vortex over Kiruna. It is suggested that information on increase of gravitational separation with height is useful in understanding the vertical transport of air masses in the stratosphere. By comparing the gravitational separations, mean age of air and N_2O concentration at two height intervals with N_2O concentrations > 125 ppb and < 45 ppb, the effect of descending air was found to be more significant over Kiruna than over Syowa Station and Sanriku. The variation in the gravitational separation with height is found to be weaker in the region with N_2O concentrations between 45 and 125 ppb than in other regions, which might suggest that vertical mixing of air occurred in this region.

Airborne infrared astronomy has a long successful history, albeit relatively unknown outside of the astronomy community. A major problem with ground based infrared astronomy is the absorption and scatter of infrared energy by water in the atmosphere. Observing the universe from above 40,000 ft puts the observation platform above 99% of the water vapor in the atmosphere, thereby addressing this problem at a fraction of the cost of space based systems. The Stratospheric Observatory For Infrared Astronomy (SOFIA) aircraft is the most ambitious foray into the field of airborne infrared astronomy in history. Using a 747SP (The Boeing Company, Chicago, Illinois) aircraft modified with a 2.5m telescope located in the aft section of the fuselage, the SOFIA endeavors to provide views of the universe never before possible and at a fraction of the cost of space based systems. The modification to the airplane includes moveable doors and aperture that expose the telescope assembly. The telescope assembly is aimed and stabilized using a multitude of on board systems. This modification has the potential to cause aerodynamic anomalies that could induce undesired forces either at the cavity itself or indirectly due to interference with the empennage, both of which could cause handling qualities issues. As a result, an extensive analysis and flight test program was conducted from December 2009 through March 2011. Several methods, including a Lower Order Equivalent Systems analysis and pilot assessment, were used to ascertain the effects of the modification. The SOFIA modification was found to cause no adverse handling qualities effects and the aircraft was cleared for operational use. This paper discusses the history and modification to the aircraft, development of test procedures and analysis, results of testing and analysis, lessons learned for future projects and justification for operational certification.

The mesosphere-lower thermosphere (MLT) response to extremely rare minor sudden stratospheric warming (SSW) events was observed for the first time in the southern hemisphere (SH) during 2010 and is investigated using the meteor radar located at King Sejong Station (62.22°S, 58.78°W), Antarctica. Three episodic SSWs were noticed from early August to late October 2010. The mesospheric wind field was found to significantly differ from normal years due to enhanced planetary wave (PW) activity before the SSWs and secondary PWs in the MLT afterwards. The zonal winds in the mesosphere reversed approximately a week before the SSW occurrence in the stratosphere as has been observed 2002 major SSW, suggesting the downward propagation of disturbance during minor SSWs as well. Signatures of mesospheric cooling (MC) in association with SSWs are found in the Microwave Limb Sounder (MLS) measurements. SD-WACCM simulations are able to produce these observed features.

This report describes the development of a three-dimensional database of aircraft fuel burn and emissions (fuel burned, NOx, CO, and hydrocarbons) from projected fleets of high speed civil transports (HSCTs) on a universal airline network. Inventories for 500 and 1000 HSCT fleets, as well as the concurrent subsonic fleets, were calculated. The HSCT scenarios are calculated using the NASA technology concept airplane (TCA) and update an earlier report. These emissions inventories are available for use by atmospheric scientists conducting the Atmospheric Effects of StratosphericAircraft (AESA) modeling studies. Fuel burned and emissions of nitrogen oxides (NOx as NO2), carbon monoxide, and hydrocarbons have been calculated on a 1 degree latitude x 1 degree longitude x 1 kilometer pressure altitude grid and delivered to NASA as electronic files.

The outer periphery of heavy stable nuclei is notoriously difficult to study experimentally. While the well understood electromagnetic interaction between electrons (or muons) and protons has given the nuclear charge (or proton) distribution with high precision for almost all stable nuclei, neutron distribution studies are much less precise. This is especially true for large nuclear distances, where the nuclear density is small. A few previous experiments probing the nuclear ''stratosphere'' suggested that far from the centre of the nucleus (of the order of 2 nuclear radii) this stratosphere may be composed predominantly of neutrons. At the end of the sixties the term ''neutron halo'' was introduced to describe this phenomenon, but experimental evidence was scarce or even controversial, and remained so for almost a quarter of a century. Recently, the Warsaw/Munich/Berlin collaboration working within the PS203 experiment at CERN's LEAR low energy antiproton ring, proposed a new method to study the nuclear periphery using stopped antiprotons. The halo now looks firmer. A 200 MeV/c beam of antiprotons was slowed down by interactions with atomic electrons. When antiproton kinetic energy drops well below 1 keV, the particles are captured in the outermost orbits of ''exotic atoms'', where the antiprotons take the place of the usual orbital electrons. With the lower orbits in this antiprotonic atom empty, the antiproton drops toward the nuclear surface, first emitting Auger electrons and later predominantly antiprotonic X-rays. Due to the strong interaction between antiprotons and nucleons, the antiproton succumbs to annihilation with a nucleon in the rarified nuclear stratosphere, far above the innermost Bohr orbit of the atom. The annihilation probability in heavy nuclei is maximal where the nuclear density is about 3% of its central value and extends to densities many orders of magnitude smaller

The outer periphery of heavy stable nuclei is notoriously difficult to study experimentally. While the well understood electromagnetic interaction between electrons (or muons) and protons has given the nuclear charge (or proton) distribution with high precision for almost all stable nuclei, neutron distribution studies are much less precise. This is especially true for large nuclear distances, where the nuclear density is small. A few previous experiments probing the nuclear ''stratosphere'' suggested that far from the centre of the nucleus (of the order of 2 nuclear radii) this stratosphere may be composed predominantly of neutrons. At the end of the sixties the term ''neutron halo'' was introduced to describe this phenomenon, but experimental evidence was scarce or even controversial, and remained so for almost a quarter of a century. Recently, the Warsaw/Munich/Berlin collaboration working within the PS203 experiment at CERN's LEAR low energy antiproton ring, proposed a new method to study the nuclear periphery using stopped antiprotons. The halo now looks firmer. A 200 MeV/c beam of antiprotons was slowed down by interactions with atomic electrons. When antiproton kinetic energy drops well below 1 keV, the particles are captured in the outermost orbits of ''exotic atoms'', where the antiprotons take the place of the usual orbital electrons. With the lower orbits in this antiprotonic atom empty, the antiproton drops toward the nuclear surface, first emitting Auger electrons and later predominantly antiprotonic X-rays. Due to the strong interaction between antiprotons and nucleons, the antiproton succumbs to annihilation with a nucleon in the rarified nuclear stratosphere, far above the innermost Bohr orbit of the atom. The annihilation probability in heavy nuclei is maximal where the nuclear density is about 3% of its central value and extends to densities many orders of magnitude smaller. Antiproton annihilation on a proton or on a neutron at the nuclear

Full Text Available The first measurements of stratospheric bromine nitrate (BrONO2 are reported. Bromine nitrate has been clearly identified in atmospheric infrared emission spectra recorded with the Michelson Interferometer for Passive Atmospheric Sounding (MIPAS aboard the European Envisat satellite, and stratospheric concentration profiles have been determined for different conditions (day and night, different latitudes. The BrONO2 concentrations show strong day/night variations, with much lower concentrations during the day. Maximum volume mixing ratios observed during night are 20 to 25 pptv. The observed concentration profiles are in agreement with estimations from photochemical models and show that the current understanding of stratospheric bromine chemistry is generally correct.

A method of cleaning an exhaust gas containing particulates, SO/sub 2/ and NO/sub x/ is described. The method involves prescrubbing with water to remove HCl and most of the particulates, scrubbing with an aqueous absorbent containing a metal chelate and dissolved sulfite salt to remove NO/sub x/ and SO/sub 2/, and regenerating the absorbent solution by controlled heating, electrodialysis and carbonate salt addition. The NO/sub x/ is removed as N/sub 2/ gas or nitrogen sulfonate ions and the oxides of sulfur are removed as a valuable sulfate salt. 4 figs.

Sepsis is a disease that affects primarily the aged. Although mortality is higher in both older septic patients and aged septic mice, the mechanisms underlying decreased survival in older hosts are incompletely understood. New work by Inoue and colleagues demonstrates persistent inflammation and T-cell exhaustion in older septic patients and aged septic mice. The clinical significance of these findings is manifested not only in increased mortality but also in a marked difference in secondary infections in older patients as long as a month following ICU admission.

Gas turbines are the preferred prime mover in many applications because of their high efficiency, fuel flexibility, and low environmental impact. A typical mid-size machine might have a power rating of 80 MW, a flow of about 1000 kg/hr, and an exhaust temperature of over 500C. The most powerful single source of noise is generally the exhaust, which may generate over a kilowatt of acoustic energy. This paper reports that there are two important ways in which exhaust systems can radiate noise. The first is through the discharge of the exhaust duct, with the exhaust gas. Because of the large quantity of hot gas, the duct exit is always oriented vertically; it may be fairly high in the air in order to promote dispersion of the exhaust plume. This source is almost always attenuated by means of a silencer located somewhere in the ductwork. The second source of noise is often called breakout; it is the radiation of exhaust noise through the walls of the ducting. Breakout is most important for those sections of the exhaust duct which lie upstream of the silencer, where sound levels inside the ducting are highest. Both exhaust duct exit noise and breakout noise can be calculated from the sound power level of the gas turbine exhaust and the sound transmission loss (TL) of the silencer and ducting

The influence of stratospheric aerosol (SA) on the transfer of solar radiation in the atmosphere is the principal factor determining the effect of SA on climate. The change in the radiation balance under the influence of SA is computed most precisely in radiative-convective models. However, the complex method used in these models cannot be used for other types of climate models. The objective of the study was to obtain a quantitative evaluation of the influence of SA on albedo without the use of simplifying assumptions. In the approximation of single scattering an expression is derived for change in albedo under the influence of stratospheric aerosol taking into account the dependence of albedo of the atmosphere-earth's surface system on solar zenith distance. The authors give the results of computations of the response of mean annual albedo to sulfuric acid aerosol for 10/sup 0/ latitude zones in the Northern Hemisphere. Specifically, computations of the optical characteristics of aerosol were made using the Mie theory for 10 spectral intervals taking in the range of wavelengths of solar radiation from 0.29 to 4.0 ..mu.. m. The refractive index of aerosol was stipulated in accordance with Palmer and Williams. The angular dependence of albedo for cloudless and cloudy atmospheres given by Harshvardhan was used. The values of undisturbed albedo were assumed to be identical for all wavelengths due to lack of climatological data on the spectral dependence of albedo of the atmosphere-earth's surface system. The angular distribution of the intensity of solar radiation for each of the latitude zones was computed by the method described by I.M. Alekseyev, et al.

Stratospheric sulfate geoengineering has been proposed to reduce the impacts of anthropogenic climate change. If it is ever used, it would change agricultural production, and so is one of the future climate scenarios for the third phase of the Global Gridded Crop Model Intercomparison. As an example of those impacts, we use the Community Land Model (CLM-crop 4.5) to simulate how climate changes from the G4 geoengineering scenario from the Geoengineering Modeling Intercomparison Project. The G4 geoengineering scenario specifies, in combination with RCP4.5 forcing, starting in 2020 daily injections of a constant amount of SO2 at a rate of 5 Tg SO2 per year at one point on the Equator into the lower stratosphere. Eight climate modeling groups have completed G4 simulations. We use the crop model to simulate the impacts of climate change (temperature, precipitation, and solar radiation) on the global agriculture system for five crops - rice, maize, soybeans, cotton, and sugarcane. In general, without irrigation, compared with the reference run (RCP4.5), global production of cotton, rice and sugarcane would increase significantly due to the cooling effect. Maize and soybeans show different regional responses. In tropical regions, maize and soybean have a higher yield in G4 compared with RCP4.5, while in the temperate regions they have a lower yield under a geoengineered climate. Impacts on specific countries in terms of different crop production depend on their locations. For example, the United States and Argentina show soybean production reduction of about 15% under G4 compared to RCP4.5, while Brazil increases soybean production by about 10%.

Full Text Available A transient model simulation of the 40-year time period 1960 to 1999 with the coupled climate-chemistry model (CCM ECHAM4.L39(DLR/CHEM shows a stratospheric water vapor increase over the last two decades of 0.7 ppmv and, additionally, a short-term increase after major volcanic eruptions. Furthermore, a long-term decrease in global total ozone as well as a short-term ozone decline in the tropics after volcanic eruptions are modeled. In order to understand the resulting effects of the water vapor changes on lower stratospheric ozone chemistry, different perturbation simulations were performed with the CCM ECHAM4.L39(DLR/CHEM feeding the water vapor perturbations only to the chemistry part. Two different long-term perturbations of lower stratospheric water vapor, +1 ppmv and +5 ppmv, and a short-term perturbation of +2 ppmv with an e-folding time of two months were applied. An additional stratospheric water vapor amount of 1 ppmv results in a 5–10% OH increase in the tropical lower stratosphere between 100 and 30 hPa. As a direct consequence of the OH increase the ozone destruction by the HOx cycle becomes 6.4% more effective. Coupling processes between the HOx-family and the NOx/ClOx-family also affect the ozone destruction by other catalytic reaction cycles. The NOx cycle becomes 1.6% less effective, whereas the effectiveness of the ClOx cycle is again slightly enhanced. A long-term water vapor increase does not only affect gas-phase chemistry, but also heterogeneous ozone chemistry in polar regions. The model results indicate an enhanced heterogeneous ozone depletion during antarctic spring due to a longer PSC existence period. In contrast, PSC formation in the northern hemisphere polar vortex and therefore heterogeneous ozone depletion during arctic spring are not affected by the water vapor increase, because of the less PSC activity. Finally, this study shows that 10% of the global total ozone decline in the transient model run

The sulfur content of exhaust gases can be reduced by: desulphurization of fuels; modification of processes; or treatment of resultant gases. In this paper a few selected examples from the chemical industry in the German Democratic Republic are presented. Using modified processes and treating the resultant gases, the sulphuric content of exhaust gases is effectively reduced. Methods to reduce the sulfur content of exhaust gases are described in the field of production of: sulphuric acid; viscose; fertilizers; and paraffin.

A catalytic converter system for internal combustion engines is described that includes a means to maintain the catalyst temperature within a predetermined range for the efficient reduction of nitrogen oxides in the exhaust gas. Upstream of the catalytic converter, the exhaust pipe is encased in a structure such that a space is provided for the flow of a coolant around the exhaust pipe in response to the sensed catalytic temperature. A coolant control valve is actuated in response to the temperature sensor.

Titan's mid to lower stratosphere contains complex cloud systems of numerous organic ice particles comprised of both hydrocarbon and nitrile compounds. Most of these stratospheric ice clouds form as a result of vapor condensation formation processes. However, there are additional ice emission features such as dicyanoacetylene (C4N2) and the 220 cm-1 ice emission feature (the "Haystack") that are difficult to explain since there are no observed vapor emission features associated with these ices. In our laboratory, using a high-vacuum chamber coupled to a FTIR spectrometer, we are engaged in a dedicated investigation of Titan's stratospheric ices to interpret and constrain Cassini Composite InfraRed Spectrometer (CIRS) far-IR data. We will present laboratory transmittance spectra obtained for propionitrile (CH3CH2CN), cyanogen (C2N2) and hydrogen cyanide (HCN) ices, as well as various combinations of their mixtures, to better understand the cloud chemistry occurring in Titan's stratosphere.

National Aeronautics and Space Administration — Earth’s stratosphere is similar to the surface of Mars: rarified air which is dry, cold, and irradiated. E-MIST is a balloon payload that has 4 independently...

A ground-based search for stratospheric 35-ClO was carried out using an infrared heterodyne spectrometer in the solar absorption mode. Lines due to stratospheric HNO3 and tropospheric OCS were detected at about 0.2 percent absorptance levels, but the expected 0.1 percent lines of ClO in this same region were not seen. We find that stratospheric ClO is at least a factor of seven less abundant than is indicated by in situ measurements, and we set an upper limit of 2.3 x 10 to the 13th molecules/sq cm at the 95 percent confidence level for the integrated vertical column density of ClO. Our results imply that the release of chlorofluorocarbons may be significantly less important for the destruction of stratospheric ozone (O3) than is currently thought. Previously announced in STAR as N83-27518

Although stratosphere penetrating volcanic eruptions have been infrequent during the last half century, periods have existed in the last several hundred years when such eruptions were significantly more frequent. Several mechanisms exist for these injections to affect stratospheric minor constituent chemistry, both on the long-term average and for short-term perturbations. These mechanisms are reviewed and, because of the sensitivity of current models of stratospheric ozone to chlorine perturbations, quantitative estimates are made of chlorine injection rates. It is found that, if chlorine makes up as much as 0.5 to 1% of the gases released and if the total gases released are about the same magnitude as the fine ash, then a major stratosphere penetrating eruption could deplete the ozone column by several percent. The estimate for the Agung eruption of 1963 is just under 1% an amount not excluded by the ozone record but complicated by the peak in atmospheric nuclear explosions at about the same time.

The temperature of the polar lower stratosphere during spring is the key factor in changing the magnitude of ozone loss in the polar vortices. In this talk, we will review the results of Newman et al. [2000] that quantitatively demonstrate that the polar lower stratospheric temperature is primarily controlled by planetary-scale waves. In particular, the tropospheric eddy heat flux in middle to late winter (January--February) is highly correlated with the mean polar stratospheric temperature during March. Strong midwinter planetary wave forcing leads to a warmer spring Arctic lower stratosphere in early spring, while weak midwinter forcing leads to cooler spring Arctic temperatures. In addition, this planetary wave driving also has a strong impact on the strength of the polar vortex. These results from the Northern Hemisphere will be contrasted with the Southern Hemisphere.

PIXE technique on the analysis of vehicle exhaust particulate is introduced. The clement composition and concentration of particulate are obtained. Some elements which are related to environmental pollution such as sulfur lead, silicon and manganese, were analyzed and discussed in detail by PIXE technique Nowadays although unleaded gasoline is widely used, the lead concentration is still very high in exhaust particulate. The concentrations of silicon and manganese in exhaust particulate from different model vehicles are also quite high from measurements. It shows that an evidence for exhaust pollution control could be provided from this work

Data from direct measurements of stratospheric optical depth, Greenland ice-core acidity, and volcanological studies are compared, and it is shown that relatively small but sulfur-rich volcanic eruptions can have atmospheric effects equal to or even greater than much larger sulfur-poor eruptions. These small eruptions are probably the most frequent cause of increased stratospheric aerosols. The possible sources of the excess sulfur released in these eruptions are discussed.

The long-term evolution of upper stratospheric ozone has been recorded by lidars and microwave radiometers within the ground-based Network for the Detection of Stratospheric Change (NDSC), and by the space-borne Solar Backscatter Ultra-Violet instruments (SBUV), Stratospheric Aerosol and Gas

The National Aeronautics and Space Administration conducts a wide variety of remote sensing projects using several unique aircraft platforms. These vehicles have been selected and modified to provide capabilities that are particularly important for geophysical research, in particular, routine access to very high altitudes, long range, long endurance, precise trajectory control, and the payload capacity to operate multiple, diverse instruments concurrently. While the NASA program has been in operation for over 30 years, new aircraft and technological advances that will expand the capabilities for airborne observation are continually being assessed and implemented. This presentation will review the current state of NASA's science platforms, recent improvements and new missions concepts as well as provide a survey of emerging technologies unmanned aerial vehicles for long duration observations (Global Hawk and Predator). Applications of information technology that allow more efficient use of flight time and the ability to rapidly reconfigure systems for different mission objectives are addressed.

Climate models predict that tropical lower-stratospheric humidity will increase as the climate warms. We examine this trend in two state-of-the-art chemistry-climate models. Under high greenhouse gas emissions scenarios, the stratospheric entry value of water vapor increases by approx. 1 part per million by volume (ppmv) over this century in both models. We show with trajectory runs driven by model meteorological fields that the warming tropical tropopause layer (TTL) explains 50-80% of this increase. The remainder is a consequence of trends in evaporation of ice convectively lofted into the TTL and lower stratosphere. Our results further show that, within the models we examined, ice lofting is primarily important on long time scales - on interannual time scales, TTL temperature variations explain most of the variations in lower stratospheric humidity. Assessing the ability of models to realistically represent ice-lofting processes should be a high priority in the modeling community.

The NASA aircraft operations program is a multifaceted, highly diverse entity that directly supports the agency mission in aeronautical research and development, space science and applications, space flight, astronaut readiness training, and related activities through research and development, program support, and mission management aircraft operations flights. Users of the program are interagency, inter-government, international, and the business community. This manual provides guidelines to establish policy for the management of NASA aircraft resources, aircraft operations, and related matters. This policy is an integral part of and must be followed when establishing field installation policy and procedures covering the management of NASA aircraft operations. Each operating location will develop appropriate local procedures that conform with the requirements of this handbook. This manual should be used in conjunction with other governing instructions, handbooks, and manuals.

The POLSTRACC mission aims at providing new scientific knowledge on the Arctic lowermost stratosphere and upper troposphere under the present load of halogens and state of climate variables. POLSTRACC employs the German High Altitude and LOng Range Research Aircraft (HALO) and is the only HALO mission dedicated to study the UTLS at high latitudes several years after the last intensive Arctic campaigns. The scientific scope of POLSTRACC is broadened by its combination with the SALSA (Seasonality of Air mass transport and origin in the Lowermost Stratosphere using the HALO Aircraft) and GW-LCYCLE (Gravity Wave Life Cycle Experiment, a BMBF/ROMIC project) missions, which address complementary scientific goals sharing the same HALO payload. POLSTRACC, SALSA and GW-LCYCLE offer the unique opportunity to study the bottom of the polar vortex and the high-latitude UTLS along with their impact on lower latitudes throughout an entire winter/spring cycle. The payload for the combined POLSTRACC, SALSA and GW-LCYCLE campaigns comprises an innovative combination of remote sensing techniques providing 2- and 3-D distributions of temperature and a large number of substances, and precise in-situ instruments measuring T, O3, H2O, tracers of different lifetimes and chemically active species at the aircraft level with high time-resolution. Drop sondes will add information about temperature, humidity and wind in the atmosphere underneath the aircraft. The POLSTRACC consortium includes national (KIT, Forschungszentrum Jülich, DLR, Universities of Frankfurt, Heidelberg, Mainz and Wuppertal; PTB) and international partners (e.g. NASA). The field campaign is divided into three phases for addressing (i) the early polar vortex and its wide-scale vicinity in December 2015 (from Oberpfaffenhofen, Germany), (ii) the mid-winter vortex from January to March 2016 (from Kiruna, Sweden), and (iii) the late dissipating vortex and its wide-scale vicinity in March 2016 (from Kiruna and

The Tropical Tropopause Layer (TTL), a transition layer between the upper troposphere and lower stratosphere in the tropics, serves as the entryway of various trace gases into the stratosphere. Of particular interest is the transport of water vapor through the TTL, as WV is an important greenhouse gas and also plays a significant role in stratospheric chemistry by affecting polar stratospheric cloud formation and the ozone budget. While the dominant control of stratospheric water vapor by tropical cold point temperatures via the "freeze-drying" process is generally well understood, the details of the TTL dehydration mechanisms, including the relative roles of deep convection, atmospheric waves and cloud microphysical processes, remain an active area of research. The dynamical and microphysical processes that influence TTL water vapor concentrations are investigated in simulations of cloud formation and dehydration along air parcel trajectories. We first confirm the validity of our Lagrangian models in a case study involving measurements from the Airborne Tropical TRopopause EXperiment (ATTREX) flights over the central and eastern tropical Pacific in Oct-Nov 2011 and Jan-Feb 2013. ERA-Interim winds and seasonal mean heating rates from Yang et al. (2010) are used to advance parcels back in time from the flight tracks, and time-varying vertical profiles of water vapor along the diabatic trajectories are calculated in a one-dimensional cloud model as in Jensen and Pfister (2004) but with more reliable temperature field, wave and convection schemes. The simulated water vapor profiles demonstrate a significant improvement over estimates based on the Lagrangian Dry Point, agreeing well with aircraft observations when the effects of cloud microphysics, subgrid-scale gravity waves and convection are included. Following this approach, we examine the dynamical and microphysical control of TTL water vapor in the 30ºS-30ºN latitudinal belt and elucidate the dominant processes

`CRYOPLANE` is the project name for an aircraft powered by cryogenic fuel, either liquid natural gas (LNG, mainly consisting of methane) or liquid hydrogen (LH{sub 2}). Emission of CO{sub 2}, unburnt hydrocarbons, soot and sulfur will be completely avoided by hydrogen combustion: LH{sub 2} is an extremely pure liquid. Emission of water as a primary combustion product is increased by a factor of 2.6. Exhaust gases behind hydrogen engines contain more water than behind kerosene engines, and hence can form contrails under a wider range of atmospheric conditions. Liquid hydrogen fueled aircraft promise big advantages relative to kerosene aircraft in terms of environmental compatibility. (R.P.)

`CRYOPLANE` is the project name for an aircraft powered by cryogenic fuel, either liquid natural gas (LNG, mainly consisting of methane) or liquid hydrogen (LH{sub 2}). Emission of CO{sub 2}, unburnt hydrocarbons, soot and sulfur will be completely avoided by hydrogen combustion: LH{sub 2} is an extremely pure liquid. Emission of water as a primary combustion product is increased by a factor of 2.6. Exhaust gases behind hydrogen engines contain more water than behind kerosene engines, and hence can form contrails under a wider range of atmospheric conditions. Liquid hydrogen fueled aircraft promise big advantages relative to kerosene aircraft in terms of environmental compatibility. (R.P.)

The effects of ICAO fixed certification limits and local ordinances on acoustic emissions from jets on commercial transport aircraft and costs of operations are explored. The regulations effectively ban some aircraft from operation over populated areas, impose curfews on airports and, in conjunction with local civil aviation rules, levy extra taxes and quotas on noisier equipment. Jet engine manufacturers have attempted to increase the flow laminarity, decrease the exhaust speed and develop acoustic liners for selected duct areas. Retrofits are, however, not usually cost effective due to increased operational costs, e.g., fuel consumption can increase after engine modification because of increased weight. Finally, an attempt is made to assess, monetarily, the costs of noise pollution, wherein fines are levied for noisy aircraft and the money is spent insulating homes from noise.

Methyl bromide (CH3Br) constitutes the largest source of bromine atoms to the strato- sphere whereas methyl chloride (CH3Cl) is the most abundant halocarbon in the tro- posphere. Both gases play an important role in stratospheric ozone depletion. For in- stance, Br coupled reactions are responsible for 30 to 50 % of total ozone loss in the polar vortex. Currently, the largest natural sources of CH3Br and CH3Cl appear to be biological production in the oceans, inorganic production during biomass burning and plant production in salt marsh ecosystems. Variations of paleofluxes of CH3Br and CH3Cl can be estimated by analyses of oceanic paleoproductivity, stratigraphic analyses of frequency and distribution of fossil charcoal indicating the occurrence of wildfires, and/or by paleoreconstruction indicating the extent of salt marshes. Dur- ing the lower Carboniferous time (Tournaisian-Visean), the southern margin of the Laurasian continent was characterized by charcoal deposits. Estimation on frequency of charcoal layers indicates that wildfires occur in a range of 3-35 years (Falcon-Lang 2000). This suggests that biomass burning could be an important source of CH3Br and CH3Cl during Tournaisian-Viesan time. During Tounaisian and until Merame- cian carbon and oxygen isotope records have short term oscillations (Bruckschen et al. 1999, Mii et al. 1999). Chesterian time (mid- Carboniferous) is marked by an in- crease in delta18O values ( ~ 2 permil) and an increase of glacial deposit frequency suggesting lower temperatures. The occurrence of glacial deposits over the paleopole suggests polar conditions and the associated special features of polar mete- orology such as strong circumpolar wind in the stratosphere (polar vortex) and polar stratospheric clouds. Thus, conditions leading to polar statospheric ozone depletion can be found. Simultaneously an increase in delta13C values is documented. We interpret the positive shift in delta13C as a result of higher bioproductivity

The relative impacts of greenhouse gas (GHG) increase and stratospheric ozone depletion on stratospheric mean age of air in the 1960-2010 period are quantified using the Goddard Earth Observing System Chemistry-�Climate Model. The experiment compares controlled simulations using a coupled atmosphere-�ocean version of the Goddard Earth Observing System Chemistry-�Climate Model, in which either GHGs or ozone depleting substances, or both factors evolve over time. The model results show that GHGs and ozone-depleting substances have about equal contributions to the simulated mean age decrease, but GHG increases account for about two thirds of the enhanced strength of the lower stratospheric residual circulation. It is also found that both the acceleration of the diabatic circulation and the decrease of the mean age difference between downwelling and upwelling regions are mainly caused by GHG forcing. The results show that ozone depletion causes an increase in the mean age of air in the Antarctic summer lower stratosphere through two processes: (1) a seasonal delay in the Antarctic polar vortex breakup that inhibits young midlatitude air from mixing with the older air inside the vortex, and (2) enhanced Antarctic downwelling that brings older air from middle and upper stratosphere into the lower stratosphere.

A regional nuclear war between India and Pakistan could inject 5 Tg of soot into the stratosphere, which would absorb sunlight, decrease global surface temperature by about 1°C for 5-10 years and have major impacts on precipitation and the amount of solar radiation reaching Earth's surface. Using two global gridded crop models forced by one global climate model simulation, we investigate the impacts on agricultural productivity in various nations. The crop model in the Community Land Model 4.5 (CLM-crop4.5) and the parallel Decision Support System for Agricultural Technology (pDSSAT) in the parallel System for Integrating Impact Models and Sectors are participating in the Global Gridded Crop Model Intercomparison. We force these two crop models with output from the Whole Atmospheric Community Climate Model to characterize the global agricultural impact from climate changes due to a regional nuclear war. Crops in CLM-crop4.5 include maize, rice, soybean, cotton and sugarcane, and crops in pDSSAT include maize, rice, soybean and wheat. Although the two crop models require a different time frequency of weather input, we downscale the climate model output to provide consistent temperature, precipitation and solar radiation inputs. In general, CLM-crop4.5 simulates a larger global average reduction of maize and soybean production relative to pDSSAT. Global rice production shows negligible change with climate anomalies from a regional nuclear war. Cotton and sugarcane benefit from a regional nuclear war from CLM-crop4.5 simulation, and global wheat production would decrease significantly in the pDSSAT simulation. The regional crop yield responses to a regional nuclear conflict are different for each crop, and we present the changes in production on a national basis. These models do not include the crop responses to changes in ozone, ultraviolet radiation, or diffuse radiation, and we would like to encourage more modelers to improve crop models to account for those

Photochemistry of chlorine oxide containing species plays a major role in stratospheric ozone depletion. This thesis discusses two photodissociation studies of the key molecules ClONO2 and ClOOCl which were previously thought to only produce Cl-atom (ozone depleting) products at wavelengths relevant to the stratosphere. The development of a molecular beam source of ClOOCl and the photodissociation dynamics of the model system Cl2O are also discussed. In the first chapter, the photochemistry of ClONO2 is examined at 308 nm using the technique of photofragment translational spectroscopy. Two primary decomposition pathways, leading to Cl + NO3 and ClO + NO2, were observed, with a lower limit of 0.33 for the relative yield of ClO. The angular distributions for both channels were anisotropic, indicating that the dissociation occurs within a rotational period. Chapter two revisits the photodissociation dynamics of Cl2O at 248 and 308 nm, on which we had previously reported preliminary findings. At 248 nm, three distinct dissociation pathways leading to Cl + ClO products were resolved. At 308 nm, the angular distribution was slightly more isotropic that previously reported, leaving open the possibility that Cl2O excited at 308 nm lives longer than a rotational period. Chapter three describes the development and optimization of a molecular beam source of ClOOCl. We utilized pulsed laser photolysis of ClA2O to generate ClO radicals, and cooled the cell to promote three body recombination to form ClOOCl. The principal components in the beam were Cl2, Cl2O, and ClOOCl. In the fourth chapter, the photodissociation dynamics of ClOOCl are investigated at 248 and 308 nm. We observed multiple dissociation pathways which produced ClO + ClO and 2Cl + O2 products. The relative Cl:ClO product yields are 1.0:0.13 and 1.0:0.20 for ClOOCl photolysis at 248 and 308 nm, respectively. The upper limit for the relative yield of the ClO + ClO channel was 0.19 at 248 nm and 0.31 at 308 nm

... 49 Transportation 5 2010-10-01 2010-10-01 false Exhaust systems. 393.83 Section 393.83... NECESSARY FOR SAFE OPERATION Miscellaneous Parts and Accessories § 393.83 Exhaust systems. (a) Every motor... shall have a system to direct the discharge of such fumes. No part shall be located where its location...

Vital exhaustion, defined as feelings of depression and fatigue, has previously been investigated mainly as a risk factor for cardiovascular disease. The authors investigated the association between depressive feelings and fatigue as covered by the concept of vital exhaustion and the risk...... for cancer....

The present invention concerns a vacuum exhaust duct used for a thermonuclear device. A cylindrical metal liners is lined with a gap to the inside of a vacuum exhaust duct main body. Bellows are connected to both ends of the metal liners and the end of the bellows is welded to the vacuum exhaust duct main body. Futher, a heater is mounted to the metal liner on the side of the vacuum exhaust duct main body, and the metal liner is heated by the heater to conduct baking for the vacuum exhaust duct main body. Accordingly, since there is no requirement for elevating the temperature of the vacuum exhaust duct upon conducting baking, the vacuum exhaust duct scarcely suffers substantial deformation due to heat expansion. Further, there is also no substantial deformation for the bellows disposed between the outer circumference of the vacuum vessel and a portion of a vacuum exhaust duct, so that the durability of the bellows is greatly improved. (I.S.)

Vital exhaustion, defined as feelings of depression and fatigue, has previously been investigated mainly as a risk factor for cardiovascular disease. The authors investigated the association between depressive feelings and fatigue as covered by the concept of vital exhaustion and the risk...

Full Text Available Visual detection of aircraft by human observers is an important element of aviation safety. To assess and ensure safety, it would be useful to be able to be able to predict the visibility, to a human observer, of an aircraft of specified size, shape, distance, and coloration. Examples include assuring safe separation among aircraft and between aircraft and unmanned vehicles, design of airport control towers, and efforts to enhance or suppress the visibility of military and rescue vehicles. We have recently developed a simple metric of pattern visibility, the Spatial Standard Observer (SSO. In this report we examine whether the SSO can predict visibility of simulated aircraft images. We constructed a set of aircraft images from three-dimensional computer graphic models, and measured the luminance contrast threshold for each image from three human observers. The data were well predicted by the SSO. Finally, we show how to use the SSO to predict visibility range for aircraft of arbitrary size, shape, distance, and coloration.

A method for oxidizing soot from diesel exhaust gas from a diesel engine. The method involves providing a diesel particulate filter for receiving the diesel exhaust gas; coating a catalyst composition on the diesel particulate filter; and contacting the soot from the diesel exhaust gas with the catalyst coated diesel particulate filter at a temperature sufficient to oxidize the soot to carbon dioxide. The catalyst composition is a doped or undoped manganese oxide octahedral molecular sieve (OMS-2) material. A diesel exhaust gas treatment system that includes a diesel particulate filter for receiving diesel exhaust gas from a diesel engine and collecting soot; and a catalyst composition coated on the diesel particulate filter. The catalyst composition is a doped or undoped manganese oxide octahedral molecular sieve (OMS-2).

We have used a time series of aerosol surface based on the measurements of Hofmann to investigate the modulation of total column ozone caused by the perturbation to gas phase chemistry by the reaction N2O5(gas) + H2O(aero) yields 2HNO3(gas) on the surface of stratospheric aerosols. We have tested a range of values for its reaction probability, gamma = 0.02, 0.13, and 0.26 which we compared to unperturbed homogeneous chemistry. Our analysis spans a period from Jan. 1974 to Oct. 1994. The results suggest that if lower values of gamma are the norm then we would expect larger ozone losses for highly enhanced aerosol content that for larger values of gamma. The ozone layer is more sensitive to the magnitude of the reaction probability under background conditions than during volcanically active periods. For most conditions, the conversion of NO2 to HNO3 is saturated for reaction probability in the range of laboratory measurements, but is only absolutely saturated following major volcanic eruptions when the heterogeneous loss dominates the losses of N2O5. The ozone loss due to this heterogeneous reaction increases with the increasing chlorine load. Total ozone losses calculated are comparable to ozone losses reported from TOMS and Dobson data.

The FLASH instrument is based on the fluorescent method, which uses H2O molecules photodissociation at a wavelength lambda=121.6 nm (Lalpha - hydrogen emission) followed by the measurement of the fluorescence of excited OH radicals. The source of Lyman-alpha radiation is a hydrogen discharge lamp while the detector of OH fluorescence at 308 -316 nm is a photomultiplier run in photon counting mode. The intensity of the fluorescent light as well as the instrument readings is directly proportional to the water vapor mixing ratio under stratospheric conditions with negligible oxygen absorption. Initially designed for rocket-borne application, FLASH has evolved into a light-weight balloon sonde (FLASH-B) for measurements in the upper troposphere and stratosphere on board meteorological and small plastic balloons. This configuration has been used in over 100 soundings at numerous tropical mid-latitude and polar locations within various international field campaigns. An airborne version of FLASH instrument is successfully utilized onboard stratospheric M55-Geophysica aircraft and tropospheric airborne laboratory YAK42-Roshydromet. The hygrometer was modified for application onboard stratospheric long-duration balloons (FLASH-LDB version). This version was successfully used onboard CNES super-pressure balloon launched from SSC Esrange in March 2007 and flown during 10 days. Special design for polar long duration balloon PoGOLite was created for testing work during polar day in June 2013. Installation and measurement peculiarities as well as observational results are presented. Observations of water vapour using FLASH-B instrument, being of high quality are rather costly as the payload recovery is often complicated and most of the time impossible. Following the goal to find a cost-efficient solution, FLASH was adapted for use onboard Unmanned Aerial Vehicles (UAV). This solution was only possible thanks to compactness and light-weight (0.5 kg) of FLASH instrument. The

This report introduces general information about diesel particles and their health effects. The purpose of this report is to introduce particulate matter pollution and present some recent studies made regarding the health effects of particulate matter. The aim is not to go very deeply into the science, but instead to keep the text understandable for the average layman. Particulate matter is a complex mixture of extremely small particles and liquid droplets. These small particles are made up of a number of components that include for example acids, such as nitrates and sulphates, as well as organic chemicals, metals and dust particles from the soil. Particulate matter comes from several sources, such as transportation emissions, industrial emissions, forest fires, cigarette smoke, volcanic ash and climate variations. Particles are divided into coarse particles with diameters less than 10 ..m, fine particles with diameters smaller than 2.5 ..m and ultra-fine particles with diameters less than 0.1 ..m. The particulate matter in diesel exhaust gas is a highly complex mixture of organic, inorganic, solid, volatile and partly volatile compounds. Many of these particles do not form until they reach the air. Many carcinogenic compounds have been found in diesel exhaust gas and it is considered carcinogenic to humans. Particulate matter can cause several health effects, such as premature death in persons with heart or lung disease, cancer, nonfatal heart attacks, irregular heartbeat, aggravated asthma, decreased lung function and an increase in respiratory symptoms, such as irritation of the airways, coughing or difficulty breathing. It is estimated that in Finland about 1300 people die prematurely due to particles and the economic loss in the EU due to the health effects of particles can be calculated in the billions. Ultra-fine particles are considered to be the most harmful to human health. Ultrafine particles usually make the most of their quantity and surface area

In a new approach the odour emissions from aircraft engines at Copenhagen Airport are calculated using actual fuel flow and emission measurements (one main engine and one APU: Auxiliary Power Unit), odour panel results, engine specific data and aircraft operational data for seven busy days. The calculation principle assumes a linear relation between odour and HC emissions. Using a digitalisation of the aircraft movements in the airport area, the results are depicted on grid maps, clearly reflecting aircraft operational statistics as single flights or total activity during a whole day. The results clearly reflect the short-term temporal fluctuations of the emissions of odour (and exhaust gases). Aircraft operating at low engine thrust (taxiing, queuing and landing) have a total odour emission share of almost 98%, whereas the shares for the take off/climb out phases (2%) and APU usage (0.5%) are only marginal. In most hours of the day, the largest odour emissions occur, when the total amount of fuel burned during idle is high. However, significantly higher HC emissions for one specific engine cause considerable amounts of odour emissions during limited time periods. The experimentally derived odour emission factor of 57 OU/mg HC is within the range of 23 and 110 OU/mg HC used in other airport odour studies. The distribution of odour emission results between aircraft operational phases also correspond very well with the results for these other studies. The present study uses measurement data for a representative engine. However, the uncertainties become large when the experimental data is used to estimate the odour emissions for all aircraft engines. More experimental data is needed to increase inventory accuracy, and in terms of completeness it is recommended to make odour emission estimates also for engine start and the fuelling of aircraft at Copenhagen Airport in the future. (author)

In a new approach the odour emissions from aircraft engines at Copenhagen Airport are calculated using actual fuel flow and emission measurements (one main engine and one APU: Auxiliary Power Unit), odour panel results, engine specific data and aircraft operational data for seven busy days. The calculation principle assumes a linear relation between odour and HC emissions. Using a digitalisation of the aircraft movements in the airport area, the results are depicted on grid maps, clearly reflecting aircraft operational statistics as single flights or total activity during a whole day. The results clearly reflect the short-term temporal fluctuations of the emissions of odour (and exhaust gases). Aircraft operating at low engine thrust (taxiing, queuing and landing) have a total odour emission share of almost 98%, whereas the shares for the take off/climb out phases (2%) and APU usage (0.5%) are only marginal. In most hours of the day, the largest odour emissions occur, when the total amount of fuel burned during idle is high. However, significantly higher HC emissions for one specific engine cause considerable amounts of odour emissions during limited time periods. The experimentally derived odour emission factor of 57 OU/mg HC is within the range of 23 and 110 OU/mg HC used in other airport odour studies. The distribution of odour emission results between aircraft operational phases also correspond very well with the results for these other studies. The present study uses measurement data for a representative engine. However, the uncertainties become large when the experimental data is used to estimate the odour emissions for all aircraft engines. More experimental data is needed to increase inventory accuracy, and in terms of completeness it is recommended to make odour emission estimates also for engine start and the fuelling of aircraft at Copenhagen Airport in the future.

With the increase of air traffic movement, air pollution from airport emissions has become an important concern. In the past, various research has been undertaken on the impact of aircraft engines on the upper troposphere and lower stratosphere, however the impact that emissions have on airports themselves is not taken into account by the most frequently used monitoring software programs. The aim of this paper is to present the use of a CFD simulation to determine the dynamic and fluid mechanics characteristics of aircraft emissions near the ground. The CFD simulation was carried out using Fluent 6.3 software and the effects of counter-rotating vortices and wind conditions on fulfilled gases jet. It was found that numerical simulation is able to resolve difficult equations and provide realistic results. This study demonstrated that the use of CFD computation could be used to improve local air quality modeling and assessment of the impact of aircraft emissions at airports.

Full Text Available Sea surface and atmospheric measurements of dimethylsulphide (DMS were performed during the TransBrom cruise in the western Pacific Ocean between Japan and Australia in October 2009. Air–sea DMS fluxes were computed between 0 and 30 μmol m−2 d−1, which are in agreement with those computed by the current climatology, and peak emissions of marine DMS into the atmosphere were found during the occurrence of tropical storm systems. Atmospheric variability in DMS, however, did not follow that of the computed fluxes and was more related to atmospheric transport processes. The computed emissions were used as input fields for the Lagrangian dispersion model FLEXPART, which was set up with actual meteorological fields from ERA-Interim data and different chemical lifetimes of DMS. A comparison with aircraft in situ data from the adjacent HIPPO2 campaign revealed an overall good agreement between modelled versus observed DMS profiles over the tropical western Pacific Ocean. Based on observed DMS emissions and meteorological fields along the cruise track, the model projected that up to 30 g S per month in the form of DMS, emitted from an area of 6 × 104 m2, can be transported above 17 km. This surprisingly large DMS entrainment into the stratosphere is disproportionate to the regional extent of the area of emissions and mainly due to the high convective activity in this region as simulated by the transport model. Thus, if DMS can cross the tropical tropopause layer (TTL, we suggest that the considerably larger area of the tropical western Pacific Ocean can be a source of sulphur to the stratosphere, which has not been considered as yet.

The June 1992 to May 1993 grant NCC-2-677 provided for the continued demonstration of Computational Fluid Dynamics (CFD) as applied to the Stratospheric Observatory for Infrared Astronomy (SOFIA). While earlier grant years allowed validation of CFD through comparison against experiments, this year a new design proposal was evaluated. The new configuration would place the cavity aft of the wing, as opposed to the earlier baseline which was located immediately aft of the cockpit. This aft cavity placement allows for simplified structural and aircraft modification requirements, thus lowering the program cost of this national astronomy resource. Three appendices concerning this subject are presented.

The response of atmospheric chemistry and dynamics to volcanic eruptions and to a decrease in solar activity during the Dalton Minimum is investigated with the fully coupled atmosphere-ocean chemistry general circulation model SOCOL-MPIOM (modeling tools for studies of SOlar Climate Ozone Links-Max Planck Institute Ocean Model) covering the time period 1780 to 1840 AD. We carried out several sensitivity ensemble experiments to separate the effects of (i) reduced solar ultra-violet (UV) irradiance, (ii) reduced solar visible and near infrared irradiance, (iii) enhanced galactic cosmic ray intensity as well as less intensive solar energetic proton events and auroral electron precipitation, and (iv) volcanic aerosols. The introduced changes of UV irradiance and volcanic aerosols significantly influence stratospheric dynamics in the early 19th century, whereas changes in the visible part of the spectrum and energetic particles have smaller effects. A reduction of UV irradiance by 15%, which represents the presently discussed highest estimate of UV irradiance change caused by solar activity changes, causes global ozone decrease below the stratopause reaching as much as 8% in the midlatitudes at 5 hPa and a significant stratospheric cooling of up to 2 °C in the mid-stratosphere and to 6 °C in the lower mesosphere. Changes in energetic particle precipitation lead only to minor changes in the yearly averaged temperature fields in the stratosphere. Volcanic aerosols heat the tropical lower stratosphere, allowing more water vapour to enter the tropical stratosphere, which, via HOx reactions, decreases upper stratospheric and mesospheric ozone by roughly 4%. Conversely, heterogeneous chemistry on aerosols reduces stratospheric NOx, leading to a 12% ozone increase in the tropics, whereas a decrease in ozone of up to 5% is found over Antarctica in boreal winter. The linear superposition of the different contributions is not equivalent to the response obtained in a simulation

Radiocarbon (14C) plays an important role in the carbon cycle studies to understand both natural and anthropogenic carbon fluxes, but also in atmospheric chemistry to constrain hydroxyl radical (OH) concentrations in the atmosphere. Apart from the enormous 14C emissions from nuclear bomb testing in the 1950s and 1960s, radiocarbon is primarily produced in the stratosphere due to the cosmogenic production. To this end, better understanding the stratospheric radiocarbon source is very useful to advance the use of radiocarbon for these applications. However, stratospheric 14C observations have been very limited so that there are large uncertainties on the magnitude and the location of the 14C production as well as the transport of radiocarbon from the stratosphere to the troposphere. Recently we have successfully made stratospheric 14C measurements using AirCore samples from Sodankylä, Northern Finland. AirCore is an innovative atmospheric sampling system, which passively collects atmospheric air samples into a long piece of coiled stainless steel tubing during the descent of a balloon flight. Due to the relatively low cost of the consumables, there is a potential to make such AirCore profiling in other parts of the world on a regular basis. In this study, we simulate the 14C in the atmosphere and assess the stratosphere-troposphere exchange of radiocarbon using the TM5 model. The Sodankylä radiocarbon measurements will be used to verify the performance of the model at high latitude. Besides this, we will also evaluate the influence of different cosmogenic 14C production scenarios and the uncertainties in the OH field on the seasonal cycles of radiocarbon and on the stratosphere-troposphere exchange, and based on the results design a strategy to set up a 14C measurement program using AirCore.

This presentation discussed the safe use of diesel fuels in underground mines, with particular reference to advanced technology engines and system technology options for mines. The use of diesel fuels underground requires well designed diesel engines with an effective preventive maintenance programs utilizing diesel emissions testing. The mines must have a well-engineered ventilation system and an adequate air quality monitoring system. An outline of diesel pollutant formation was included in the presentation. Diesel emission control technologies can address localized air quality problems and control emissions at the source. This presentation summarized the best available diesel emission control technologies for underground mines, namely diesel oxidation catalysts (DOC); diesel particulate filters (DPF); active diesel particulate filters (A-DPF); selective catalytic reduction (SCR); water scrubbers; and fume diluters. An emissions control plan using aftertreatment technology should target the vehicles that are the biggest contributors to diesel exhaust. Low sulphur fuel is a prerequisite for most emission control technologies. The successful control of emissions requires knowledge of the high emitting vehicle groups; an integrated ventilation and emission control technology application plan; ambient and tailpipe emissions testing; and training of operators and mechanics. tabs., figs.

This report summarizes the development of a robotic system designed to assist aircraft inspectors by remotely deploying non-destructive inspection (NDI) sensors and acquiring, processing, and storing inspection data. Carnegie Mellon University studie...

... of aircraft and component stripping at various levels of maintenance. Under this program, the Navy pursued development of non-HAP chemical paint strippers as alternatives for methylene chloride based strippers...

.... and global economic growth. The overall outlook for the industry is positive. Orders for commercial aircraft are up from a boom in air travel that is likely to continue well into the next decade...

.... As the airline companies prepare to buy new Boeing and Airbus passenger jets, they remain under intense pressure to cut costs in order to remain profitable, forcing aircraft and engine manufacturers...

This book aims to provide a complete exposure about armaments from their design to launch from the combat aircraft. The book details modern ammunition and their tactical roles in warfare. The proposed book discusses aerodynamics, propulsion, structural as well as navigation, control, and guidance of aircraft armament. It also introduces the various types of ammunition developed by different countries and their changing trends. The book imparts knowledge in the field of design, and development of aircraft armaments to aerospace engineers and covers the role of the United Nations in peacekeeping and disarmament. The book will be very useful to researchers, students, and professionals working in design and manufacturing of aircraft armaments. The book will also serve air force and naval aspirants, and those interested in working on defence research and developments organizations. .

A solar thermal powered aircraft powered by heat energy from the sun. A heat engine, such as a Stirling engine, is carried by the aircraft body for producing power for a propulsion mechanism, such as a propeller. The heat engine has a thermal battery in thermal contact with it so that heat is supplied from the thermal battery. A solar concentrator, such as reflective parabolic trough, is movably connected to an optically transparent section of the aircraft body for receiving and concentrating solar energy from within the aircraft. Concentrated solar energy is collected by a heat collection and transport conduit, and heat transported to the thermal battery. A solar tracker includes a heliostat for determining optimal alignment with the sun, and a drive motor actuating the solar concentrator into optimal alignment with the sun based on a determination by the heliostat.

In the last decade smart technologies have become enablers that cut across traditional boundaries in materials science and engineering. Here we define smart to mean embedded actuation, sensing, and control logic in a tightly coupled feedback loop. While multiple successes have been achieved in the laboratory, we have yet to see the general applicability of smart devices to real aircraft systems. The NASA Aircraft Morphing program is an attempt to couple research across a wide range of disciplines to integrate smart technologies into high payoff aircraft applications. The program bridges research in seven individual disciplines and combines the effort into activities in three primary program thrusts. System studies are used to assess the highest- payoff program objectives, and specific research activities are defined to address the technologies required for development of smart aircraft systems. In this paper we address the overall program goals and programmatic structure, and discuss the challenges associated with bringing the technologies to fruition.

There is a widespread, and quite erroneous, impression to the effect that aircraft are essentially fragile and deteriorate with great rapidity when in service, so that the depreciation charges to be allowed on commercial or private operation are necessarily high.

An exhaust gas recirculation system for an internal combustion engine comprises an exhaust driven turbocharger having a low pressure turbine outlet in fluid communication with an exhaust gas conduit. The turbocharger also includes a low pressure compressor intake and a high pressure compressor outlet in communication with an intake air conduit. An exhaust gas recirculation conduit fluidly communicates with the exhaust gas conduit to divert a portion of exhaust gas to a low pressure exhaust gas recirculation branch extending between the exhaust gas recirculation conduit and an engine intake system for delivery of exhaust gas thereto. A high pressure exhaust gas recirculation branch extends between the exhaust gas recirculation conduit and the compressor intake and delivers exhaust gas to the compressor for mixing with a compressed intake charge for delivery to the intake system.

One of the reasons for climate change (i.e., stratospheric ozone concentrations) is connected with the variations in optical thickness of aerosols in the upper sphere of the atmosphere (at altitudes over 30 km). Therefore, aerosol and gas components of the atmosphere are crucial in the study of the ultraviolet (UV) radiation passing upon the Earth. Moreover, a scrupulous study of aerosol components of the Earth atmosphere at an altitude of 30 km (i.e., stratospheric aerosol), such as the size of particles, the real part of refractive index, optical thickness and its horizontal structure, concentration of ozone or the upper border of the stratospheric ozone layer is an important task in the research of the Earth climate change. At present, the Main Astronomical Observatory of the National Academy of Sciences (NAS) of Ukraine, the National Technical University of Ukraine "KPI"and the Lviv Polytechnic National University are engaged in the development of methodologies for the study of stratospheric aerosol by means of ultraviolet polarimeter using a microsatellite. So fare, there has been created a sample of a tiny ultraviolet polarimeter (UVP) which is considered to be a basic model for carrying out space experiments regarding the impact of the changes in stratospheric aerosols on both global and local climate.

Full Text Available We conducted a comparison of trends in lower stratospheric temperatures and summer zonal wind fields based on 27 years of reanalysis data and output from hindcast simulations using a coupled ocean-atmospheric general circulation model (OAGCM. Lower stratospheric ozone in the OAGCM was relaxed to the observed climatology and increasing greenhouse gas concentrations were neglected. In the reanalysis, lower stratospheric ozone fields were better represented than in the OAGCM. The spring lower stratospheric/ upper tropospheric cooling in the polar cap observed in the reanalysis, which is caused by a direct ozone depletion in the past two decades and is in agreement with previous studies, did not appear in the OAGCM. The corresponding summer tropospheric response also differed between data sets. In the reanalysis, a statistically significant poleward trend of the summer jet position was found, whereas no such trend was found in the OAGCM. Furthermore, the jet position in the reanalysis exhibited larger interannual variability than that in the OAGCM. We conclude that these differences are caused by the absence of long-term lower stratospheric ozone changes in the OAGCM. Improper representation or non-inclusion of such ozone variability in a prediction model could adversely affect the accuracy of the predictability of summer rainfall forecasts over South Africa.

Full Text Available Although in relatively low concentration of a few molecules per million of e e air molecules, atmospheric ozone (trioxygen O3 is essential to sustaining life on the surface of the Earth. Indeed, by absorbing solar radiation between 240 and 320 nm, it shields living organisms including humans from the very harmful ultraviolet radiation UV-B. About 90% of the ozone resides in the stratosphere, a region that extends from the tropopause, whose altitude ranges from 7 km at the poles to 17 km in the tropics, to the stratopause located at about 50 km altitude. Stratospheric ozone is communally referred as the « ozone layer ». Unlike the atmosphere surrounding it, the stratosphere is vertically stratified and stable because the temperature increases with height within it. This particularity originates from heating produced by the absorption of UV radiation by stratospheric ozone. The present chapter describes the main mechanisms that govern the natural balance of ozone in the stratosphere, and its disruption under the influence of human activities.

Full Text Available Volcanic eruptions can have a significant impact on the Earth's weather and climate system. Besides the subsequent tropospheric changes, the stratosphere is also influenced by large eruptions. Here changes in stratospheric water vapour after the two major volcanic eruptions of El Chichón in Mexico in 1982 and Mount Pinatubo on the Philippines in 1991 are investigated with chemistry–climate model simulations. This study is based on two simulations with specified dynamics of the European Centre for Medium-Range Weather Forecasts Hamburg – Modular Earth Submodel System (ECHAM/MESSy Atmospheric Chemistry (EMAC model, performed within the Earth System Chemistry integrated Modelling (ESCiMo project, of which only one includes the long-wave volcanic forcing through prescribed aerosol optical properties. The results show a significant increase in stratospheric water vapour induced by the eruptions, resulting from increased heating rates and the subsequent changes in stratospheric and tropopause temperatures in the tropics. The tropical vertical advection and the South Asian summer monsoon are identified as sources for the additional water vapour in the stratosphere. Additionally, volcanic influences on tropospheric water vapour and El Niño–Southern Oscillation (ENSO are evident, if the long-wave forcing is strong enough. Our results are corroborated by additional sensitivity simulations of the Mount Pinatubo period with reduced nudging and reduced volcanic aerosol extinction.

Full Text Available A Microsoft Windows based ventilation software package is developed to reduce time-consuming and boring procedure of exhaust ventilation system design. This program Assure accurate and reliable air pollution control related calculations. Herein, package is tentatively named Exhaust Ventilation Design Software which is developed in VB6 programming environment. Most important features of Exhaust Ventilation Design Software that are ignored in formerly developed packages are Collector design and fan dimension data calculations. Automatic system balance is another feature of this package. Exhaust Ventilation Design Software algorithm for design is based on two methods: Balance by design (Static pressure balance and design by Blast gate. The most important section of software is a spreadsheet that is designed based on American Conference of Governmental Industrial Hygienists calculation sheets. Exhaust Ventilation Design Software is developed so that engineers familiar with American Conference of Governmental Industrial Hygienists datasheet can easily employ it for ventilation systems design. Other sections include Collector design section (settling chamber, cyclone, and packed tower, fan geometry and dimension data section, a unit converter section (that helps engineers to deal with units, a hood design section and a Persian HTML help. Psychometric correction is also considered in Exhaust Ventilation Design Software. In Exhaust Ventilation Design Software design process, efforts are focused on improving GUI (graphical user interface and use of programming standards in software design. Reliability of software has been evaluated and results show acceptable accuracy.

The broad objectives of this paper are the following: (1) to summarize the Curtiss-Wright design, development and field testing background in the area of rotary aircraft engines; (2) to briefly summarize past activity and update development work in the area of stratified charge rotary combustion engines; and (3) to discuss the development of a high-performance direct injected unthrottled stratified charge rotary combustion aircraft engine. Efficiency improvements through turbocharging are also discussed.

aircraft to a defense electronics, systems integration and information technology company.39 Northrop Grumman no longer seeks a position as a prime...between the military and civil market . Though also upgrading the H-1 helicopter series for the USMC, Bell has mortgaged its future on tiltrotor technology ...business in export dollars, the industry has been forced to look for new markets as worldwide aircraft sales have dropped. Because the U.S. national

The international community agrees that the new technology based on the use of Unmanned Air Vehicles High Altitude Very long Endurance (UAV-HAVE) could play an important role for the development of remote sensing and telecommunication applications. A UAV-HAVE vehicle can be described as a low- cost flying infrastructure (compared with satellites) optimized for long endurance operations at an altitude of about 20 km. Due to such features, its role is similar to satellites, with the major advantages of being less expensive, more flexible, movable on demand, and suitable for a larger class of applications. According to this background, Politecnico di Torino is involved as coordinator in an important project named HeliNet, that represent one of the main activities in Europe in the field of stratospheric platforms, and is concerned with the development of a network of UAV-HAVE aircraft. A key point of this project is the feasibility study for the provision of several services, namely traffic monitoring, environmental surveillance, broadband communications and navigation. This paper reports preliminary results on the HeliNet imaging system and its remote sensing applications. In fact, many environmental surveillance services (e.g. regional public services for agriculture, hydrology, fire protection, and more) require very high-resolution imaging, and can be offered at a lower cost if operated by a shared platform. The philosophy behind the HeliNet project seems to be particularly suitable to manage such missions. In particular, we present a system- level study of possible imaging payloads to be mounted on- board of a stratospheric platform to collect Earth observation data. Firstly, we address optical payloads such as multispectral and/or hyperspectral ones, which are a very short-term objective of the project. Secondly, as an example of mid-term on-board payload, we examine the possibility to carry on the platform a light-SAR system. For both types of payload, we show

National Oceanic and Atmospheric Administration, Department of Commerce — The Stratospheric Water and Ozone Satellite Homogenized (SWOOSH) data set is a merged record of stratospheric ozone and water vapor measurements taken by a number of...

During the Structure des Echanges Mer-Atmosphère, Propriétés des Hétérogénéités Océaniques: Recherche Expérimentale (SEMAPHORE) experiment, performed in the Azores region in 1993, two French research aircraft were simultaneously used for in situ measurements in the atmospheric boundary layer. We present the results obtained from one intercomparison flight between the two aircraft. The mean parameters generally agree well, although the temperature has to be slightly shifted in order to be in agreement for the two aircraft. A detailed comparison of the turbulence parameters revealed no bias. The agreement is good for variances and is satisfactory for fluxes and skewness. A thorough study of the errors involved in flux computation revealed that the greatest accuracy is obtained for latent heat flux. Errors in sensible heat flux are considerably greater, and the worst results are obtained for momentum flux. The latter parameter, however, is more accurate than expected from previous parameterizations.

The SWIFT model is a fast yet accurate chemistry scheme for calculating the chemistry of stratospheric ozone. It is mainly intended for use in Global Climate Models (GCMs), Chemistry Climate Models (CCMs) and Earth System Models (ESMs). For computing time reasons these models often do not employ full stratospheric chem- istry modules, but use prescribed ozone instead. This can lead to insufficient representation between stratosphere and troposphere. The SWIFT stratospheric ozone chem...

The changes in solar absorption and in local heating rates due to perturbations to O 3 and NO 2 concentrations caused by stratospheric injection of NO/sub x/ and CFM pollutants are assessed. The changes in species concentration profiles are derived from theoretical calculations using a transport-kinetics model. Because of significant changes in our understanding of stratospheric chemistry during the past year, the assessment of the effect of stratospheric perturbations on the solar radiation budget differs from previous assessments. Previously, a reduction in O 3 due to an NO/sub x/ injection caused a net decrease in the gaseous solar absorption;now the same perturbation leads to a net increase. The implication of these changes on the surface temperature is also discussed

It has been projected that the need for a short-range mid-sized, aircraft is increasing. The future strategy to decrease long-haul flights will increase the demand for short-haul flights. Since passengers prefer to meet their destinations quickly, airlines will increase the frequency of flights, which will reduce the passenger load on the aircraft. If a point-to-point flight is not possible, passengers will prefer only a one-stop short connecting flight to their final destination. A 150-passenger aircraft is an ideal vehicle for these situations. It is mid-sized aircraft and has a range of 3000 nautical miles. This type of aircraft would market U.S. domestic flights or inter-European flight routes. The objective of the design of the 150-passenger aircraft is to minimize fuel consumption. The configuration of the aircraft must be optimized. This aircraft must meet CO2 and NOx emissions standards with minimal acquisition price and operating costs. This report contains all the work that has been performed for the completion of the design of a 150 passenger commercial aircraft. The methodology used is the Technology Identification, Evaluation, and Selection (TIES) developed at Georgia Tech Aerospace Systems Design laboratory (ASDL). This is an eight-step conceptual design process to evaluate the probability of meeting the design constraints. This methodology also allows for the evaluation of new technologies to be implemented into the design. The TIES process begins with defining the problem with a need established and a market targeted. With the customer requirements set and the target values established, a baseline concept is created. Next, the design space is explored to determine the feasibility and viability of the baseline aircraft configuration. If the design is neither feasible nor viable, new technologies can be implemented to open up the feasible design space and allow for a plausible solution. After the new technologies are identified, they must be evaluated

As an important inland freshwater resource, mountain glaciers are highly related to human life, they provide water for many large rivers and play a very important role in regional water cycles. The response of mountain glaciers to future climate change is a topic of concern especially to the many people who rely on glacier-fed rivers for purposes such as irrigation. Geoengineering by stratospheric aerosol injection is a method of offsetting the global temperature rise from greenhouse gases. How the geoengineering by stratospheric aerosol injection affects the mass balance of mountain glaciers and adjacent river discharge is little understood. In this study, we use regional climate model WRF and catchment-based river model CaMa-Flood to study the impacts of stratospheric aerosol injection to Tibetan Plateau glacier mass balance and adjacent river discharge. To facilitate mountain glacier mass balance study, we improve the description of mountain glacier in the land surface scheme of WRF. The improvements include: (1) a fine mesh nested in WRF horizontal grid to match the highly non-uniform spatial distribution of the mountain glaciers, (2) revising the radiation flux at the glacier surface considering the surrounding terrain. We use the projections of five Earth system models for CMIP5 rcp45 and GeoMIP G4 scenarios to drive the WRF and CaMa-Flood models. The G4 scenario, which uses stratospheric aerosols to reduce the incoming shortwave while applying the rcp4.5 greenhouse gas forcing, starts stratospheric sulfate aerosol injection at a rate of 5 Tg per year over the period 2020-2069. The ensemble projections suggest relatively slower glacier mass loss rates and reduced river discharge at Tibetan Plateau and adjacent regions under geoengineering scenario by stratospheric aerosol injection.

The ascent and descent of the Brewer-Dobson circulation plays a large role in determining the distributions of many constituents in the extratropical lower stratosphere. However, relatively fast, quasi-horizontal transport out of the tropics and polar regions also significantly contribute to determining these distributions. The tropical tape recorder signal assures that there must be outflow from the tropics into the extratropical lower stratosphere. The phase of the quasi-biennial oscillation (QBO) and state of the polar vortex are known to modulate the transport from the tropical and polar regions, respectively. In this study we examine multiple years of ozone distributions in the extratropical lower stratosphere observed by the Aura Microwave Limb Sounder (MLS) and the Aura High Resolution Dynamic Limb Sounder (HIRDLS). The distributions are compared with analyses of irreversible, meridional isentropic transport. We show that there is considerable year-to-year seasonal variability in the amount of irreversible transport from the tropics, which is related to both the phase of the QBO and the state of the polar vortex. The reversibility of the transport is consistent with the number of observed breaking waves. The variability of the atmospheric index of refraction in the lower stratosphere is shown to be significantly correlated with the wave breaking and amount of irreversible transport. Finally, we will show that the seasonal extratropical stratosphere to troposphere transport of ozone can be substantially modulated by the amount of irreversible meridional transport in the lower stratosphere and we investigate how observable these differences are in data of tropospheric ozone.

The status of power and particle exhaust research in tokamaks is reviewed in the light of ITER requirements. There is a sound basis for ITER's nominal design positions; important directions for further research are identified

Acoustic emissions of heating systems are a nuisance, especially the humming noise of big heating boilers and cogeneration units. Noise reduction measures, e.g. with exhaust sound absorbers, should be considered already in the projecting stage. (orig.)

An internal combustion engine having a reciprocating multi cylinder internal combustion engine with multiple valves. At least a pair of exhaust valves are provided and each supply a separate power extraction device. The first exhaust valves connect to a power turbine used to provide additional power to the engine either mechanically or electrically. The flow path from these exhaust valves is smaller in area and volume than a second flow path which is used to deliver products of combustion to a turbocharger turbine. The timing of the exhaust valve events is controlled to produce a higher grade of energy to the power turbine and enhance the ability to extract power from the combustion process.

Aircraft engines release in the troposphere and lower stratosphere a number of chemical compounds (NO{sub x}, CO{sub 2}, CO, H{sub 2}O, hydrocarbons, sulphur, soot, etc.) which could potentially affect the ozone layer and the climate through chemical, dynamical and radiative changes. The global amount of gases and particles emitted by current subsonic and projected supersonic aircraft fleets can be estimated, but significant uncertainties remain about the fate of these emissions in the atmosphere. The European efforts concerning these potential atmospheric impacts of aircraft emissions are conducted by the Environment and Climate Research Programme of the European Commission (EC) as well as by national programmes of the Member States of the European Union (EU). The European research activities in this field, are described, divided for practical reasons in two periods. The first includes activities supported under the 3. Framework Programme for R and D activities which covered the period from 1992 up to 1996, while the second period has started in early 1996 and is supported under the 4. Framework Programme. (R.P.) 6 refs.

Aircraft engines release in the troposphere and lower stratosphere a number of chemical compounds (NO{sub x}, CO{sub 2}, CO, H{sub 2}O, hydrocarbons, sulphur, soot, etc.) which could potentially affect the ozone layer and the climate through chemical, dynamical and radiative changes. The global amount of gases and particles emitted by current subsonic and projected supersonic aircraft fleets can be estimated, but significant uncertainties remain about the fate of these emissions in the atmosphere. The European efforts concerning these potential atmospheric impacts of aircraft emissions are conducted by the Environment and Climate Research Programme of the European Commission (EC) as well as by national programmes of the Member States of the European Union (EU). The European research activities in this field, are described, divided for practical reasons in two periods. The first includes activities supported under the 3. Framework Programme for R and D activities which covered the period from 1992 up to 1996, while the second period has started in early 1996 and is supported under the 4. Framework Programme. (R.P.) 6 refs.

The National Aeronautics and Space Administration Dryden Flight Research Center, Edwards, California, has two Lockheed Martin Corporation (Bethesda, Maryland) Earth Research-2 (ER2) aircraft that serve as high-altitude and long-range flying laboratories. The ER-2 aircraft has been successfully utilized to conduct scientific studies of stratospheric and tropospheric chemistry, land-use mapping, disaster assessment, preliminary testing and calibration and validation of satellite sensors. The research missions for the ER-2 aircraft are planned, implemented, and managed by the Dryden Flight Research Center Science Mission Directorate. Maintenance and instrument payload integration is conducted by Dryden personnel. The ER-2 aircraft provides experimenters with a wide array of payload accommodations areas with suitable environment control with required electrical and mechanical interfaces. Missions may be flown out of Dryden or from remote bases worldwide, according to research requirements. The NASA ER-2 aircraft is utilized by a variety of customers, including U.S. Government agencies, civilian organizations, universities, and state governments. The combination of the ER-2 aircraft s range, endurance, altitude, payload power, payload volume and payload weight capabilities complemented by a trained maintenance and operations team provides an excellent and unique platform system to the science community and other customers.

The American Institute of Aeronautics and Astronautics (AIAA) conducted a workshop in conjunction with the 1991 AIAA Joint Propulsion Conference in Sacramento, California, to assess the impact of chemical rocket propulsion on the environment. The workshop included recognized experts from the fields of atmospheric physics and chemistry, solid rocket propulsion, liquid rocket propulsion, government, and environmental agencies, and representatives from several responsible environmental organizations. The conclusion from this workshop relative to stratospheric ozone depletion was that neither solid nor liquid rocket launchers have a significant impact on stratospheric ozone depletion, and that there is no real significant difference between the two

Full Text Available This study focuses on sulphurous and carbonaceous aerosol, the major constituents of particulate matter in the lowermost stratosphere (LMS, based on in situ measurements from 1999 to 2008. Aerosol particles in the size range of 0.08–2 µm were collected monthly during intercontinental flights with the CARIBIC passenger aircraft, presenting the first long-term study on carbonaceous aerosol in the LMS. Elemental concentrations were derived via subsequent laboratory-based ion beam analysis. The stoichiometry indicates that the sulphurous fraction is sulphate, while an O/C ratio of 0.2 indicates that the carbonaceous aerosol is organic. The concentration of the carbonaceous component corresponded on average to approximately 25% of that of the sulphurous, and could not be explained by forest fires or biomass burning, since the average mass ratio of Fe to K was 16 times higher than typical ratios in effluents from biomass burning. The data reveal increasing concentrations of particulate sulphur and carbon with a doubling of particulate sulphur from 1999 to 2008 in the northern hemisphere LMS. Periods of elevated concentrations of particulate sulphur in the LMS are linked to downward transport of aerosol from higher altitudes, using ozone as a tracer for stratospheric air. Tropical volcanic eruptions penetrating the tropical tropopause are identified as the likely cause of the particulate sulphur and carbon increase in the LMS, where entrainment of lower tropospheric air into volcanic jets and plumes could be the cause of the carbon increase.

The interaction of chemically active exhausts of aircraft engines with jet blast deflector (JBD) of various configurations has been considered at the stage of ground run procedure. The problem is modeled in the 3-D approximation in the framework of the numerical solution of the Navier-Stokes equations taking into account the kinetic model of the interaction of between the components of engine exhaust and air. A complex field of gasdynamic flow that is realized when jets emerge from nozzles and interact with each other, with air, with a gas deflector has been studied. The main purpose of the study is to prove the concept that it is possible to generate a vortex flow that can not only change the direction of the jets, but also contribute to the lifting of the mass of pollutants and their dispersion in the atmosphere using a gas deflector shape.

Full Text Available The issue of exhaust gas emission generated by turbine engines described in ICAO Annex 16 of the International Civil Aviation Convention includes a number of procedures and requirements. Their implementation is aimed at determining the value of the engine’s environmental parameters and comparing them to the values specified in the norms. The turbine engine exhaust gas emission test procedures are defined as stationary and the operating parameters values are set according to the LTO test. The engine load setting values refer to engine operating parameters that occur when the plane is in the vicinity of airports. Such a procedure is dedicated to civilian passenger and transport aircraft. The operating conditions of a multirole fighter aircraft vary considerably from passenger aircraft and the variability of their flight characteristics requires a special approach in assessing its environmental impact. This article attempts to evaluate the exhaust gas emissions generated by the turbine engine in a multirole fighter flight using the parameters recorded by the onboard flight recorder.

Aircraft hazards were determined to be potentially applicable to a repository at Yucca Mountain in ''Monitored Geological Repository External Events Hazards Screening Analysis'' (BSC 2005 [DIRS 174235], Section 6.4.1). That determination was conservatively based upon limited knowledge of flight data in the area of concern and upon crash data for aircraft of the type flying near Yucca Mountain. The purpose of this report is to identify specific aircraft hazards that may be applicable to a monitored geologic repository (MGR) at Yucca Mountain, using NUREG-0800, ''Standard Review Plan for the Review of Safety Analysis Reports for Nuclear Power Plants'' (NRC 1987 [DIRS 103124], Section 3.5.1.6), as guidance for the inclusion or exclusion of identified aircraft hazards. The intended use of this report is to provide inputs for further screening and analysis of identified aircraft hazards based upon the criteria that apply to Category 1 and Category 2 event sequence analyses as defined in 10 CFR 63.2 [DIRS 176544] (Section 4). The scope of this report includes the evaluation of military, private, and commercial use of airspace in the 100-mile regional setting of the repository at Yucca Mountain with the potential for reducing the regional setting to a more manageable size after consideration of applicable screening criteria (Section 7).

Aircraft hazards were determined to be potentially applicable to a repository at Yucca Mountain in the ''Monitored Geological Repository External Events Hazards Screening Analysis'' (BSC 2004, Section 6.4.1). That determination was conservatively based on limited knowledge of flight data in the area of concern and on crash data for aircraft of the type flying near Yucca Mountain. The purpose of this report is to identify specific aircraft hazards that may be applicable to a Monitored Geologic Repository (MGR) at Yucca Mountain using NUREG-0800, ''Standard Review Plan for the Review of Safety Analysis Reports for Nuclear Power Plants'' (NRC 1987, Section 3.5.1.6), as guidance for the inclusion or exclusion of identified aircraft hazards. NUREG-0800 is being used here as a reference because some of the same considerations apply. The intended use of this report is to provide inputs for further screening and analysis of the identified aircraft hazards based on the criteria that apply to Category 1 and 2 event sequence analyses as defined in 10 CFR 63.2 (see Section 4). The scope of this technical report includes the evaluation of military, private, and commercial use of airspace in the 100-mile regional setting of the MGR at Yucca Mountain with the potential for reducing the regional setting to a more manageable size after consideration of applicable screening criteria (see Section 7)

Aircraft hazards were determined to be potentially applicable to a repository at Yucca Mountain in ''Monitored Geological Repository External Events Hazards Screening Analysis'' (BSC 2005 [DIRS 174235], Section 6.4.1). That determination was conservatively based upon limited knowledge of flight data in the area of concern and upon crash data for aircraft of the type flying near Yucca Mountain. The purpose of this report is to identify specific aircraft hazards that may be applicable to a monitored geologic repository (MGR) at Yucca Mountain, using NUREG-0800, ''Standard Review Plan for the Review of Safety Analysis Reports for Nuclear Power Plants'' (NRC 1987 [DIRS 103124], Section 3.5.1.6), as guidance for the inclusion or exclusion of identified aircraft hazards. The intended use of this report is to provide inputs for further screening and analysis of identified aircraft hazards based upon the criteria that apply to Category 1 and Category 2 event sequence analyses as defined in 10 CFR 63.2 [DIRS 176544] (Section 4). The scope of this report includes the evaluation of military, private, and commercial use of airspace in the 100-mile regional setting of the repository at Yucca Mountain with the potential for reducing the regional setting to a more manageable size after consideration of applicable screening criteria (Section 7)

We present spectra, nonlinear interaction terms, and fluxes computed for horizontal wind fields from high-resolution meteorological analyses made available by ECMWF for the International Polar Year. Total kinetic energy spectra clearly show two spectral regimes: a steep spectrum at large scales and a shallow spectrum in the mesoscale. The spectral shallowing appears at ~200 hPa, and is due to decreasing rotational power with height, which results in the shallower divergent spectrum dominating in the mesoscale. The spectra we find are steeper than those observed in aircraft data and GCM simulations. Though the analyses resolve total spherical harmonic wavenumbers up to n = 721, effects of dissipation on the fluxes and spectra are visible starting at about n = 200. We find a weak forward energy cascade and a downscale enstrophy cascade in the mesoscale. Eddy-eddy nonlinear kinetic energy transfers reach maximum amplitudes at the tropopause, and decrease with height thereafter; zonal mean-eddy transfers dominate in the stratosphere. In addition, zonal anisotropy reaches a minimum at the tropopause. Combined with strong eddy-eddy interactions, this suggests flow in the tropopause region is very active and bears the greatest resemblance to isotropic turbulence. We find constant enstrophy flux over a broad range of wavenumbers around the tropopause and in the upper stratosphere. A relatively constant spectral enstrophy flux at the tropopause suggests a turbulent inertial range, and that the enstrophy flux is resolved. A main result of our work is its implications for explaining the shallow mesoscale spectrum observed in aircraft wind measurements, GCM studies, and now meteorological analyses. The strong divergent component in the shallow mesoscale spectrum indicates unbalanced flow, and nonlinear transfers decreasing quickly with height are characteristic of waves, not turbulence. Together with the downscale flux of energ y through the shallow spectral range, these

This paper covers far-field acoustic measurements of a family of rectangular nozzles with aspect ratio 8, in the high subsonic flow regime. Several variations of nozzle geometry, commonly found in embedded exhaust systems, are explored, including bevels, slants, single broad chevrons and notches, and internal septae. Far-field acoustic results, presented previously for the simple rectangular nozzle, showed that increasing aspect ratio increases the high frequency noise, especially directed in the plane containing the minor axis of the nozzle. Detailed changes to the nozzle geometry generally made little difference in the noise, and the differences were greatest at low speed. Having an extended lip on one broad side (bevel) did produce up to 3 decibels more noise in all directions, while extending the lip on the narrow side (slant) produced up to 2 decibels more noise, primarily on the side with the extension. Adding a single, non-intrusive chevron, made no significant change to the noise, while inverting the chevron (notch) produced up to 2decibels increase in the noise. Having internal walls (septae) within the nozzle, such as would be required for structural support or when multiple fan ducts are aggregated, reduced the noise of the rectangular jet, but could produce a highly directional shedding tone from the septae trailing edges. Finally, a nozzle with both septae and a beveled nozzle, representative of the exhaust system envisioned for a distributed electric propulsion aircraft with a common rectangular duct, produced almost as much noise as the beveled nozzle, with the septae not contributing much reduction in noise.

Explosions of the Soufriere volcano on the Caribbean Island of St. Vincent reduced two major stratospheric plumes which the stratospheric aerosol and gas experiment (SAGE) satellite tracked to West Africa and the North Atlantic Ocean. The total mass of the stratospheric ejecta measured is less than 0.5% of the global stratospheric aerosol burden. No significant temperature or climate perturbation is expected. It is found that the movement and dispersion of the plumes agree with those deduced from high altitude meteorological data and dispersion theory. The stratospheric aerosol dispersion and loading from the Soufrier volcano was measured.

Recently the international relationship has been playing an important role in the research, development and production of the aircraft gas turbine. The YSX, which is supposed to be the 100-seat class commercial aircraft, has been planned by Japan Aircraft Development (JADC) as an international cooperative project. Recently many western aeroengine companies have offered the collaboration of small turbofan engines which would be installed on YSX to Japanese aeroengine companies (IHI, KHI and MHI). The YSX is powered by 16,000-20,000 1bs thrust class engines. As for medium turbofan engine (V2500), the V 2500 family of 22,000 to 30,000 1bs thrust has been developed since 1983 through international collaboration by seven aeroengine companies in five nations. In this paper, the recent Japan`s activities of the research, development and production with viewing the world-wide movement, are described. 6 figs.

The siting of nuclear power plants has created innumerable environmental concerns. Among the effects of the ''man-made environment'' one of increasing importance in recent nuclear plant siting hazards analysis has been the concern about aircraft hazards to the nuclear plant. These hazards are of concern because of the possibility that an aircraft may have a malfunction and crash either near the plant or directly into it. Such a crash could be postulated to result, because of missile and/or fire effects, in radioactive releases which would endanger the public health and safety. The majority of studies related to hazards from air traffic have been concerned with the determination of the probability associated with an aircraft striking vulnerable portions of a given plant. Other studies have focused on the structural response to such a strike. This work focuses on the problem of strike probability. 13 references

..., all engine exhaust pipes must be water cooled. (1) Vertical dry exhaust pipes are permissible if installed in compliance with §§ 116.405(c) and 116.970 of this chapter. (2) Horizontal dry exhaust pipes are...) They are installed in compliance with §§ 116.405(c) and 116.970 of this chapter. (b) The exhaust pipe...

The work presented in this thesis focuses on measurements of chemical reactive C2 C7 non-methane hydrocarbons (NMHC) and C1 C2 chlorocarbons with atmospheric lifetimes of a few hours up to about a year. The group of reactive chlorocarbons includes the most abundant atmospheric species with large natural sources, which are chloromethane (CH3Cl), dichloromethane (CH2Cl2), and trichloromethane (CHCl3), and tetrachloroethylene (C2Cl4) with mainly anthropogenic sources. The NMHC and chlorocarbons are present at relatively low quantities in our atmosphere (10-12 10-9 mol mol-1 of air). Nevertheless, they play a key role in atmospheric photochemistry. For example, the oxidation of NMHC plays a dominant role in the formation of ozone in the troposphere, while the photolysis of chlorocarbons contributes to enhanced ozone depletion in the stratosphere. In spite of their important role, however, their global source and sinks budgets are still poorly understood. Hence, this study aims at improving our understanding of the sources, distribution, and chemical role of reactive NMHC and chlorocarbons in the troposphere and lower stratosphere. To meet this aim, a comprehensive data set of selected C2 C7 NMHC and chlorocarbons has been analyzed, derived from six aircraft measurement campaigns with two different jet aircrafts (the Dutch TUD/NLR Cessna Citation PH-LAB, and the German DLR Falcon) conducted between 1995 and 2001 (STREAM 1995 and 1997 and 1998, LBA-CLAIRE 1998, INDOEX 1999, MINOS 2001). The NMHC and chlorocarbons have been detected by gas-chromatography (GC-FID/ECD) in pre-concentrated whole air samples collected in stainless steel canister on-board the measurement aircrafts. The measurement locations include tropical (Maldives/Indian Ocean and Surinam), midlatitude (Western Europe and Canada) and polar regions (Lapland/northern Sweden) between the equator to about 70ºN, covering different seasons and pollution levels in the troposphere and lower stratosphere. Of

Full Text Available The paper presents the maintenance process that is done on an airplane, at a certain period of time, or after a number of flight hours or cycles and describes the checks performed behind each inspection. The first part of research describes the aircraft maintenance process that has to be done after an updated maintenance manual according with aircraft type, followed by a short introduction about maintenance hangar. The second part of the paper presents a hangar design with a foldable roof and walls, which can be folded or extended, over an airplane when a maintenance process is done, or depending on weather condition.

A discussion of the characteristics and the noise levels of combat aircraft and of a transport aircraft in taking off and landing are presented. Some methods of noise reduction are discussed, including the following: operational anti-noise procedures; and concepts of future engines (silent post-combustion and variable cycle). Some measurement results concerning the noise generated in flight at great speeds and low altitude will also be examined. Finally, the protection of the environment of French air bases against noise will be described and the possibilities of regulation examined.

Paragon Space Development Corporation, based in Tucson, Arizona has had a long history of collaboration with NASA, including developing a modular air purification system under the Commercial Crew Development Program, designed to support the commercial space sector. Using that device and other NASA technology, startup company World View is now gearing up to take customers on helium balloon rides to the stratosphere.

Infrared radiation emitted from a planet contains information about the chemical composition and vertical temperature profile of its atmosphere. If upper layers are cooler than lower layers, molecular gases will produce absorption features in the planetary thermal spectrum. Conversely, if there is a stratosphere-where temperature increases with altitude-these molecular features will be observed in emission. It has been suggested that stratospheres could form in highly irradiated exoplanets, but the extent to which this occurs is unresolved both theoretically and observationally. A previous claim for the presence of a stratosphere remains open to question, owing to the challenges posed by the highly variable host star and the low spectral resolution of the measurements. Here we report a near-infrared thermal spectrum for the ultrahot gas giant WASP-121b, which has an equilibrium temperature of approximately 2,500 kelvin. Water is resolved in emission, providing a detection of an exoplanet stratosphere at 5σ confidence. These observations imply that a substantial fraction of incident stellar radiation is retained at high altitudes in the atmosphere, possibly by absorbing chemical species such as gaseous vanadium oxide and titanium oxide.

We used a general circulation model of Earth\\'s climate to conduct geoengineering experiments involving stratospheric injection of sulfur dioxide and analyzed the resulting deposition of sulfate. When sulfur dioxide is injected into the tropical or Arctic stratosphere, the main additional surface deposition of sulfate occurs in midlatitude bands, because of strong cross-tropopause flux in the jet stream regions. We used critical load studies to determine the effects of this increase in sulfate deposition on terrestrial ecosystems by assuming the upper limit of hydration of all sulfate aerosols into sulfuric acid. For annual injection of 5 Tg of SO2 into the tropical stratosphere or 3 Tg of SO2 into the Arctic stratosphere, neither the maximum point value of sulfate deposition of approximately 1.5 mEq m−2 a−1 nor the largest additional deposition that would result from geoengineering of approximately 0.05 mEq m−2 a−1 is enough to negatively impact most ecosystems.

We used a general circulation model of Earth's climate to conduct geoengineering experiments involving stratospheric injection of sulfur dioxide and analyzed the resulting deposition of sulfate. When sulfur dioxide is injected into the tropical or Arctic stratosphere, the main additional surface deposition of sulfate occurs in midlatitude bands, because of strong cross-tropopause flux in the jet stream regions. We used critical load studies to determine the effects of this increase in sulfate deposition on terrestrial ecosystems by assuming the upper limit of hydration of all sulfate aerosols into sulfuric acid. For annual injection of 5 Tg of SO2 into the tropical stratosphere or 3 Tg of SO2 into the Arctic stratosphere, neither the maximum point value of sulfate deposition of approximately 1.5 mEq m−2 a−1 nor the largest additional deposition that would result from geoengineering of approximately 0.05 mEq m−2 a−1 is enough to negatively impact most ecosystems.

I ODCs). Their carbon - chlorine bond is severed in the stratosphere by solar photolysis or reaction. Once the carbon-chlorine bond is broken, the...include the Russian Proton and Energia , and the Chinese Long March series. Roughly half (seven per year) of the Ariane 4 launches use two solid strap-ons

The recently published hypothesis that the Cretaceous-Tertiary extinctions might be caused by an obstruction of sunlight is tested by model calculations. First we compute the total mass of stratospheric aerosols under normal atmospheric conditions for four different (measured) aerosol size distributions and vertical profiles. For comparison, the stratospheric dust masses after four volcanic eruptions are also evaluated. Detailed solar radiative transfer calculations are then performed for artificially increased aerosol amounts until the postulated darkness scenario is obtained. Thus we find that a total stratospheric aerosol mass between 1 and 4 times 10 1 g is sufficient to reduce photosynthesis to 10 -3 of normal. We also infer from this result tha the impact of a 0.4- to 3-km-diameter asteroid or a close encounter with a Halley-size comet may deposit that amount of particulates into the stratosphere. The darkness scenario of Alvarez et al. is thus shown to be a possible extinction mechanism, even with smaller size asteroids of comets than previously estimated

Better assessing the dynamic of stratosphere-troposphere exchange is a key point to improve our understanding of the climate dynamic in the East Antarctica Plateau, a region where stratospheric inputs are expected to be important. Although tritium (3H or T), a nuclide naturally produced mainly in the stratosphere and rapidly entering the water cycle as HTO, seems a first-rate tracer to study these processes, tritium data are very sparse in this region. We present the first high-resolution measurements of tritium concentration over the last 50 years in three snow pits drilled at the Vostok station. Natural variability of the tritium records reveals two prominent frequencies, one at about 10 years (to be related to the solar Schwabe cycles) and the other one at a shorter periodicity: despite dating uncertainty at this short scale, a good correlation is observed between 3H and Na+ and an anticorrelation between 3H and δ18O measured on an individual pit. The outputs from the LMDZ Atmospheric General Circulation Model including stable water isotopes and tritium show the same 3H-δ18O anticorrelation and allow further investigation on the associated mechanism. At the interannual scale, the modeled 3H variability matches well with the Southern Annular Mode index. At the seasonal scale, we show that modeled stratospheric tritium inputs in the troposphere are favored in winter cold and dry conditions.

The publication from the Norwegian Institute for Air Research (NILU) deals with an investigation done on stratospheric chemistry by UV spectroscopy. The scientific goals are briefly discussed, and it gives the results from the measuring and analysing techniques used in the investigation. 6 refs., 11 figs.

Prediction of the properties of a jet-and-vortex wake from an individual airplane is of great interest as the first step to assessment of the possible global changes in the atmosphere due to the world civil aviation. Several mathematical models of the different regions of an aircraft wake and corresponding numerical results are presented. The axisymmetric exhaust jet was simulated on the base of the well-known k-{epsilon} model of turbulence. Jet chemistry was investigated on the base of kinetic scheme of the gas phase reactions of enriched by including chemisorption by water droplets of several species and by taking into account of the photochemical processes. In the 3D far wake model, the numerical results for distribution of species exhausted by the engines and entrapped by the velocity field of two parallel vortices are shown. (R.P.) 7 refs.

Prediction of the properties of a jet-and-vortex wake from an individual airplane is of great interest as the first step to assessment of the possible global changes in the atmosphere due to the world civil aviation. Several mathematical models of the different regions of an aircraft wake and corresponding numerical results are presented. The axisymmetric exhaust jet was simulated on the base of the well-known k-{epsilon} model of turbulence. Jet chemistry was investigated on the base of kinetic scheme of the gas phase reactions of enriched by including chemisorption by water droplets of several species and by taking into account of the photochemical processes. In the 3D far wake model, the numerical results for distribution of species exhausted by the engines and entrapped by the velocity field of two parallel vortices are shown. (R.P.) 7 refs.

Full Text Available Pollution transport from the surface to the stratosphere within the Asian monsoon circulation may cause harmful effects on stratospheric chemistry and climate. Here, we investigate air mass transport from the monsoon anticyclone into the stratosphere using a Lagrangian chemistry transport model. We show how two main transport pathways from the anticyclone emerge: (i into the tropical stratosphere (tropical pipe, and (ii into the Northern Hemisphere (NH extratropical lower stratosphere. Maximum anticyclone air mass fractions reach around 5 % in the tropical pipe and 15 % in the extratropical lowermost stratosphere over the course of a year. The anticyclone air mass fraction correlates well with satellite hydrogen cyanide (HCN and carbon monoxide (CO observations, confirming that pollution is transported deep into the tropical stratosphere from the Asian monsoon anticyclone. Cross-tropopause transport occurs in a vertical chimney, but with the pollutants transported quasi-horizontally along isentropes above the tropopause into the tropics and NH.

The Infrared Interferometer Spectrometer (IRIS) instrument on board Voyager 1 caught the first glimpse of an unidentified particulate feature in Titan's stratosphere that spectrally peaks at 221 per centimeter. Until recently, this feature that we have termed 'the haystack,' has been seen persistently at high northern latitudes with the Composite Infrared Spectrometer (CIRS) instrument onboard Cassini, The strength of the haystack emission feature diminishes rapidly with season, becoming drastically reduced at high northern latitudes, as Titan transitions from northern winter into spring, In contrast to IRIS whose shortest wavenumber was 200 per centimeter, CIRS extends down to 10 per centimeter, thus revealing an entirely unexplored spectral region in which nitrile ices have numerous broad lattice vibration features, Unlike the haystack, which is only found at high northern latitudes during northern winter/early northern spring, this geometrically thin nitrile cloud pervades Titan's lower stratosphere, spectrally peaking at 160 per centimeter, and is almost global in extent spanning latitudes 85 N to 600 S, The inference of nitrile ices are consistent with the highly restricted altitude ranges over which these features are observed, and appear to be dominated by a mixture of HCN and HC3N, The narrow range in altitude over which the nitrile ices extend is unlike the haystack, whose vertical distribution is significantly broader, spanning roughly 70 kilometers in altitude in Titan's lower stratosphere, The nitrile clouds that CIRS observes are located in a dynamically stable region of Titan's atmosphere, whereas CH4 clouds, which ordinarily form in the troposphere, form in a more dynamically unstable region, where convective cloud systems tend to occur. In the unusual situation where Titan's tropopause cools significantly from the HASI 70.5K temperature minimum, CH4 should condense in Titan's lower stratosphere, just like the aforementioned nitrile clouds, although

Particulate matter (PM) includes sulfate, nitrate, organic carbon, elemental carbon, soil dust, and sea salt. The first four components are mostly present near the ground as fine particulate matter with a diameter less than 2.5 µm (PM2.5), and these are of the most concern for human health. PM is efficiently scavenged by precipitation, which is its main atmospheric sink. Here we examine the impact of stratospheric climate engineering on this important pollutant and health risk, taking advantage of two sets of climate model simulations conducted at the National Center for Atmospheric Research. We use the full tropospheric and stratospheric chemistry version of the Community Earth System Model - Community Atmospheric Model 4 (CESM CAM4-chem) with a horizontal resolution of 0.9° x 1.25° lat-lon to simulate a stratospheric sulfate injection climate intervention of 8 Tg SO2 yr-1 combined with an RCP6.0 global warming forcing, the G4 Specified Stratospheric Aerosol (G4SSA) scenario. We also analyze the output from a 20-member ensemble of Community Earth System Model, version 1 with the Whole Atmosphere Community Climate Model as its atmospheric component (CESM1(WACCM)) simulations, also at 0.9° x 1.25° lat-lon resolution, with sulfur dioxide injection at 15°N, 15°S, 30°N, and 30°S varying in time to balance RCP8.5 forcing. While the CESM CAM4-chem model has full tropospheric and stratospheric chemistry, CESM1(WACCM) has an internally generated quasi-biennial oscillation and a comprehensive tropospheric and stratospheric sulfate aerosol treatment, but only stratospheric chemistry. For G4SSA, there are a global temperature reduction of 0.8 K and global averaged precipitation decrease of 3% relative to RCP6.0. The global averaged surface PM2.5 reduces about 1% compared with RCP6.0, mainly over Eurasian and East Asian regions in Northern Hemisphere winter. The PM2.5 concentration change is a combination of effects from tropospheric chemistry and precipitation

Chlorine and bromine atoms lead to catalytic depletion of ozone in the stratosphere. Therefore the use and production of ozone-depleting substances (ODSs) containing chlorine and bromine is regulated by the Montreal Protocol to protect the ozone layer. Equivalent effective stratospheric chlorine (EESC) has been adopted as an appropriate metric to describe the combined effects of chlorine and bromine released from halocarbons on stratospheric ozone. Here we revisit the concept of calculating EESC. We derive a refined formulation of EESC based on an advanced concept of ODS propagation into the stratosphere and reactive halogen release. A new transit time distribution is introduced in which the age spectrum for an inert tracer is weighted with the release function for inorganic halogen from the source gases. This distribution is termed the release time distribution. We show that a much better agreement with inorganic halogen loading from the chemistry transport model TOMCAT is achieved compared with using the current formulation. The refined formulation shows EESC levels in the year 1980 for the mid-latitude lower stratosphere, which are significantly lower than previously calculated. The year 1980 is commonly used as a benchmark to which EESC must return in order to reach significant progress towards halogen and ozone recovery. Assuming that - under otherwise unchanged conditions - the EESC value must return to the same level in order for ozone to fully recover, we show that it will take more than 10 years longer than estimated in this region of the stratosphere with the current method for calculation of EESC. We also present a range of sensitivity studies to investigate the effect of changes and uncertainties in the fractional release factors and in the assumptions on the shape of the release time distributions. We further discuss the value of EESC as a proxy for future evolution of inorganic halogen loading under changing atmospheric dynamics using simulations from

A lift fan exhaust suppression system to meet future VTOL aircraft noise goals was designed and tested. The test vehicle was a 1.3 pressure ratio, 36 inch (91.44 cm) diameter lift fan with two chord rotor to stator spacing. A two splitter fan exhaust suppression system thirty inches (76.2 cm) long achieved 10 PNdB exhaust suppression in the aft quadrant compared to a design value of 20 PNdB. It was found that a broadband noise floor limited the realizable suppression. An analytical investigation of broadband noise generated by flow over the treatment surfaces provided very good agreement with the measured suppression levels and noise floor sound power levels. A fan thrust decrement of 22% was measured for the fully suppressed configuration of which 11.1% was attributed to the exhaust suppression hardware.

I became involved with the atmospheric chemistry of chlorofluorocarbons (CFCs) shortly after joining Sherry Rowland's research group at the University of California, Irvine, in 1973. CFCs had been detected in the troposphere by James Lovelock in 1971, and the question we set out to answer was the fate of these compounds of industrial origin in the environment, as well as possibly identifying any consequences of their accumulation in the atmosphere. After examining many potential sinks for these compounds we realized that because of their unusual stability the most likely destruction process was photolysis in the stratosphere. I carried out measurements of the absorption spectra of these compounds in the near ultraviolet; previous work involved only spectra in the far ultraviolet, not relevant for atmospheric chemistry. The results indicated that photolysis would take place in the upper stratosphere. I subsequently carried out calculations using one-dimensional atmospheric models to estimate their atmospheric residence times, which turned out to be many decades. We realized that the chlorine atoms generated by photolysis of the CFCs would participate in a catalytic chain reaction that would efficiently destroy ozone. Furthermore, we estimated that the amount of CFCs produced industrially was comparable to the amount of nitric oxide produced naturally in the stratosphere by the decomposition of nitrous oxide; work by Paul Crutzen and Harold Johnston had indicated that the abundance of ozone in the stratosphere was controlled by nitric oxide. We then formulated the hypothesis that the continued release of CFCs to the environment posed a threat to the stability of the ozone layer, and published our results in the journal Nature in 1974. The publication was noticed almost exclusively by the community of experts in stratospheric chemistry, and hence Sherry Rowland and I decided at that time that it was our responsibility to communicate this finding to society at large

Auroral emissions are the process through which the interaction of a planet’s atmosphere and its external magnetosphere can be studied. Jupiter exhibits auroral emission at a multitude of wavelengths including the X-ray, ultraviolet and near-infrared. Enhanced emission of CH4 and other stratospheric hydrocarbons is also observed coincident with Jupiter’s shorter-wavelength auroral emission (e.g. Caldwell et al., 1980, Icarus 44, 667-675, Kostiuk et al., 1993, JGR 98, 18823). This indicates that auroral processes modify the thermal structure and composition of the auroral stratosphere. The exact mechanism responsible for this auroral-related heating of the stratosphere has however remained elusive (Sinclair et al., 2017a, Icarus 292, 182-207, Sinclair et al., 2017b, GRL, 44, 5345-5354). We will present an analysis of 7.8-μm images of Jupiter measured by COMICS (Cooled Mid-Infrared Camera and Spectrograph, Kataza et al., 2000, Proc. SPIE(4008), 1144-1152) on the Subaru telescope. These images were acquired on January 11th, 12th, 13th, 14th, February 4, 5th and May 17th, 18th, 19th and 20th in 2017, allowing the daily variability of Jupiter’s auroral-related stratospheric heating to be tracked. Preliminary results suggest lower stratospheric temperatures are directly forced by the solar wind dynamical pressure. The southern auroral hotspot exhibited a significant increase in brightness temperature over a 24-hour period. Over the same time period, a solar wind propagation model (Tao et al. 2005, JGR 110, A11208) predicts a strong increase in the solar wind dynamical pressure at Jupiter.

A system of ammonia production for a selective catalytic reduction system is provided. The system includes producing an exhaust gas stream within a cylinder group, wherein the first exhaust gas stream includes NOx. The exhaust gas stream may be supplied to an exhaust passage and cooled to a predetermined temperature range, and at least a portion of the NOx within the exhaust gas stream may be converted into ammonia.

The impact of air masses originating in Asia and influenced by the Asian monsoon anticyclone on the Northern Hemisphere stratosphere is investigated based on in situ measurements. A statistically significant increase in water vapor (H2O) of about 0.5 ppmv (11 %) and methane (CH4) of up to 20 ppbv (1.2 %) in the extratropical stratosphere above a potential temperature of 380 K was detected between August and September 2012 during the HALO aircraft missions Transport and Composition in the UT/LMS (TACTS) and Earth System Model Validation (ESMVal). We investigate the origin of the increased water vapor and methane using the three-dimensional Chemical Lagrangian Model of the Stratosphere (CLaMS). We assign the source of the moist air masses in the Asian region (northern and southern India, eastern China, southeast Asia, and the tropical Pacific) based on tracers of air mass origin used in CLaMS. The water vapor increase is correlated with an increase of the simulated Asian monsoon air mass contribution from about 10 % in August to about 20 % in September, which corresponds to a doubling of the influence from the Asian monsoon region. Additionally, back trajectories starting at the aircraft flight paths are used to differentiate transport from the Asian monsoon anticyclone and other source regions by calculating the Lagrangian cold point (LCP). The geographic location of the LCPs, which indicates the region where the set point of water vapor mixing ratio along these trajectories occurs, can be predominantly attributed to the Asian monsoon region.

(over the line of sight) than with dedicated RF system, which requires balloon visibility from the ground station. For long duration flights (3 months) of Infra Red Montgolfieres, a house keeping gondola has been developed, using the Inmarsat C standard to have communication all around the world (up to N or S 80 ° latitude) with an automatic switching between the 4 geostationnary Inmarsat satellites. After validation flights performed from Bauru / Brazil. (2000 & 2001) and Kiruna/Sweden (2002), the first operational flights took place from Bauru in February 2003 during ENVISAT validation campaign. The next flights will be realized in the framework of the Hibiscus campaign planned in February 2004 in Bauru.. The Balloon Division was involved in the Franco / Japanese HSFD II project which consists to drop a mock-up of the Japanese HOPE-X space shuttle from a stratospheric balloon to validate its flight from the altitude of 30 km. We developed a specific gondola as a service module for the HOPE-X shuttle, providing power and GPS radio-frequency signal during the balloon flight phase, telemetry end remote control radio frequency links and separation system with pyrotechnic cutters for the drop of the shuttle. A successful flight was performed at Kiruna in July 2003. Concerning gondola with pointing system, the study of a big g-ray telescope (8 m of focal length), started by the end of 2002. For this 1 ton gondola, the telescope stabilization system will be based on control moment gyro (CMG). The CMG system has been designed and will be manufactured and validated during 2004. The first flight of this g-ray gondola is planned for 2006. The progress, status and future plans concerning these gondola developments will be presented.

The performance metrics of airflow, sound, and combustion product capture efficiency (CE) were measured for a convenience sample of fifteen cooking exhaust devices, as installed in residences. Results were analyzed to quantify the impact of various device- and installation-dependent parameters on CE. Measured maximum airflows were 70% or lower than values noted on product literature for 10 of the devices. Above-the-cooktop devices with flat bottom surfaces (no capture hood) – including exhaust fan/microwave combination appliances – were found to have much lower CE at similar flow rates, compared to devices with capture hoods. For almost all exhaust devices and especially for rear-mounted downdraft exhaust and microwaves, CE was substantially higher for back compared with front burner use. Flow rate, and the extent to which the exhaust device extends over the burners that are in use, also had a large effect on CE. A flow rate of 95 liters per second (200 cubic feet per minute) was necessary, but not sufficient, to attain capture efficiency in excess of 75% for the front burners. A-weighted sound levels in kitchens exceeded 57 dB when operating at the highest fan setting for all 14 devices evaluated for sound performance.

Exhausters will be employed to ventilate certain single-shell tanks (SSTs) during salt well pumping campaigns. Active ventilation is necessary to reduce the potential flammable gas inventory (LANL 1996a) in the dome space that may accumulate during steady-state conditions or during/after postulated episodic gas release events. The tanks described in this plan support the activities required to fabricate and test three 500 cfm portable exhausters in the 200 W area shops, and to procure, design, fabricate and test two 1000 cfm units. Appropriate Notice of Construction (NOC) radiological and toxic air pollutant permits will be obtained for the portable exhausters. The portable exhauster design media to be employed to support this task was previously developed for the 241-A-101 exhauster. The same design as A101 will be fabricated with only minor improvements to the design based upon operator input/lessons learned. The safety authorization basis for this program effort will follow SAD 36 (LANL 1996b), and each tank will be reviewed against this SAD for changes or updates. The 1000 cfm units will be designed by the selected offsite contractor according to the specification requirements in KHC-S-O490. The offsite units have been specified to utilize as many of the same components as the 500 cfm units to ensure a more cost effective operation and maintenance through the reduction of spare parts and additional procedures

This patent describes a system for measuring an automotive engine exhaust constituent. It comprises: a meter for determining the mass of air flowing through the engine and for generating an engine airflow signal corresponding to the airflow; sample handling apparatus; diluent adding means; processor means. This patent also describes a method for using an analyzer to determine the amount of lubricating oil consumed by an automotive engine. It comprises: determining the amount of sulfur dioxide within the room air being drawn into the engine; maintaining a constant total flow comprised of a constant fraction of the engine's exhaust gas and a diluent gas through the analyzer, while: determining the amount of sulfur dioxide contained within the engine's exhaust, determining the amount of sulfur dioxide contained within the engine's exhaust, while operating the engine on room air; determining an efficiency factor for the analyzer; and using the efficiency factor and the concentration of sulfur in the engine oil and the amounts of sulfur dioxide determined in steps a and d to determine the amount of lubrication oil leaving the engine through its exhaust

Full Text Available In-situ measurements of ozone and water vapour, in the Antarctic lower stratosphere, were made as part of the APE-GAIA mission in September and October 1999. The measurements show a distinct difference above and below the 415K isentrope. Above 415K, the chemically perturbed region of low ozone and water vapour is clearly evident. Below 415K, but still above the tropopause, no sharp meridional gradients in ozone and water vapour were observed. The observations are consistent with analyses of potential vorticity from the European Centre for Medium Range Weather Forecasting, which show smaller radial gradients at 380K than at 450K potential temperature. Ozone loss in the chemically perturbed region above 415K averages 5ppbv per day for mid-September to mid-October. Apparent ozone loss rates in the sub-vortex region are greater, at 7ppbv per day. The data support, therefore, the existence of a sub-vortex region in which meridional transport is more efficient than in the vortex above. The low ozone mixing ratios in the sub-vortex region may be due to in-situ chemical destruction of ozone or transport of ozone-poor air out of the bottom of the vortex. The aircraft data we use cannot distinguish between these two processes. Key words. Meteorology and atmospheric dynamics polar meteorology – Atmospheric composition and structure (middle atmosphere–composition and chemistry

An improved exhaust system for an internal combustion gasoline-and/or diesel-fueled engine includes an engine exhaust manifold which has been fabricated from carbon- carbon composite materials in operative association with an exhaust pipe ducting which has been fabricated from carbon-carbon composite materials. When compared to conventional steel. cast iron. or ceramic-lined iron paris. the use of carbon-carbon composite exhaust-gas manifolds and exhaust pipe ducting reduces the overall weight of the engine. which allows for improved acceleration and fuel efficiency: permits operation at higher temperatures without a loss of strength: reduces the "through-the wall" heat loss, which increases engine cycle and turbocharger efficiency and ensures faster "light-off" of catalytic converters: and, with an optional thermal reactor, reduces emission of major pollutants, i.e. hydrocarbons and carbon monoxide.

This presentation presents an overview of work performed at NASA Ames Research Center in 2017. The work concerns the analysis of current aircraft system management displays, and the initial development of an interface for providing information about aircraft system status. The new interface proposes a shift away from current aircraft system alerting interfaces that report the status of physical components, and towards displaying the implications of degradations on mission capability. The proposed interface describes these component failures in terms of operational consequences of aircraft system degradations. The research activity was an effort to examine the utility of different representations of complex systems and operating environments to support real-time decision making of off-nominal situations. A specific focus was to develop representations that provide better integrated information to allow pilots to more easily reason about the operational consequences of the off-nominal situations. The work is also seen as a pathway to autonomy, as information is integrated and understood in a form that automated responses could be developed for the off-nominal situations in the future.

An investigation has been conducted, with the objective of creating a database of inputs that can be used with noise prediction software, to evaluate noise of aircraft taxing movements and community noise exposure levels. The acoustic consultant can use these data with any of the software packages,

With the evolution of high performance modern aircraft and spiraling developmental and experimental costs, the importance of flight validated databases for flight control design applications and for flight simulators has increased significantly in the recent past. Ground-based and in-flight simulators are increasingly used not ...

The bibliography includes 48 quotations, up to the year 1983, on the following issues: Experiments and computational methods. Design load for the dimensioning of reinforced concrete buildings and components with respect to the dynamic load in the event of an aircraft crash. (orig./HP) [de

The simulation process being conducted to determine the air flow effect between the original exhaust system and modified exhaust system. The simulations are conducted to investigate the flow distribution of exhaust gases that will affect the performance of the engine. The back flow pressure in the original exhaust system is predicted toward this simulation. The design modification to the exhaust port, exhaust pipe, and exhaust muffler has been done during this simulation to reduce the back flow effect. The new designs are introduced by enlarging the diameter of the exhaust port, enlarge the diameter of the exhaust pipe and created new design for the exhaust muffler. Based on the result obtained, there the pulsating flow form at the original exhaust port that will increase the velocity and resulting the back pressure occur. The result for new design of exhaust port, the velocity is lower at the valve guide in the exhaust port. New design muffler shows that the streamline of the exhaust flow move smoothly compare to the original muffler. It is proved by using the modification exhaust system, the back pressure are reduced and the engine performance can be improve.

Meridional observations of soot aerosols and radioactive {sup 14}C, and models of the geographic distribution of nuclear bomb-released {sup 14}C and aircraft-emitted NO{sub x}, all show strong gradients between the hemispheres. Reason for it are decade-long inter-hemispheric mixing times which are much in excess of yearlong stratospheric residence times of tracers. Vertical mixing of soot aerosol is not corroborated by {sup 14}C observations. The reason could be radiometric forces that act on strongly absorbing soot. (author) 10 refs.

Meridional observations of soot aerosols and radioactive {sup 14}C, and models of the geographic distribution of nuclear bomb-released {sup 14}C and aircraft-emitted NO{sub x}, all show strong gradients between the hemispheres. Reason for it are decade-long inter-hemispheric mixing times which are much in excess of yearlong stratospheric residence times of tracers. Vertical mixing of soot aerosol is not corroborated by {sup 14}C observations. The reason could be radiometric forces that act on strongly absorbing soot. (author) 10 refs.

Purpose: To rapidly remove tritium and impurity from the vacuum region in the access port of the baking exhaustion device in a thermonuclear device. Constitution: Each of the gaps at the boundary between a fixed shielding member and a blanket module and at the boundary between the blanket and a divertor is made extremely small so as to minimize the neutron streaming from plasmas. Accordingly, in the case of evacuating the vacuum region in the access port, the gap conductance is extremely poor and the exhaustion speed is low. Then, baking pipeways for flowing high temperature fluids are embedded to the surface layer at the position facing to the vacuum region and the plasma evacuation duct and the vacuum region are connected with an evacuation duct of the access port. By flowing high temperature fluids in the pipeways and conducting evacuation, baking exhaustion can be carried out rapidly. (Kamimura, M.).

Anthropogenic greenhouse gas emissions tend to warm the global climate, calling for significant rapid emission reductions. As potential support measures various ideas for geoengineering are currently being discussed. The assessment of the possible manifold and as yet substantially unexplored repercussions of implementing geoengineering ideas to ameliorate climate change poses enormous challenges not least in the realm of aerosol-cloud-climate interactions. Sulphur aerosols cool the Earth's surface by reflecting short wave radiation. By increasing the amount of sulphur aerosols in the stratosphere, for example by sulphur dioxide injections, part of the anthropogenic climate warming might be compensated due to enhanced albedo. However, we are only at the beginning of understanding possible side effects. One such effect that such aerosol might have is the warming of the tropical tropopause and consequently the increase of the amount of stratospheric water vapour. Using the 2D AER Aerosol Model we calculated the aerosol distributions for yearly injections of 1, 2, 5 and 10 Mt sulphur into the lower tropical stratosphere. The results serve as input for the 3D chemistry-climate model SOCOL, which allows calculating the aerosol effect on stratospheric temperatures and chemistry. In the injection region the continuously formed sulphuric acid condensates rapidly on sulphate aerosol, which eventually grow to such extent that they sediment down to the tropical tropopause region. The growth of the aerosol particles depends on non-linear processes: the more sulphur is emitted the faster the particles grow. As a consequence for the scenario with continuous sulphur injection of totally 10 Mt per year, only 6 Mt sulphur are in the stratosphere if equilibrium is reached. According to our model calculations this amount of sulphate aerosols leads to a net surface forcing of -3.4 W/m2, which is less then expected radiative forcing by doubling of carbon dioxide concentration. Hence

This Acceptance Test Report validates the testing performed, the exceptions logged and resolved and certifies this portion of the SAMCONS has met all design and test criteria to perform as an operational system. The proper installation of the PUREX exhaust ventilation system components and wiring was systematically evaluated by performance of this procedure. Proper operation of PUREX exhaust fan inlet, outlet, and vortex damper actuators and limit switches were verified, using special test equipment, to be correct and installed wiring connections were verified by operation of this equipment

Full Text Available Exhaust emissions from aircraft is a complex issue because of the limited possibility of measurements in flight conditions. Most of the studies on this subject were performed on the basis of stationary test. Engine certification data is used to calculate total emissions generated by air transport. However, it doesnt provide any information about the local effects of air traffic. The main threat to local communities is particulate matter emissions, which adversely affects human health. Emissions from air transport affect air quality, particularly in the vicinity of the airports; it also contributes to the greenhouse effect. The article presents the measurement results of the concentration and size distribution of particles emitted during aircraft landing operation. Measurements were carried out during the landings of aircraft at a civilian airport. It was found that a single landing operation causes particle number concentration value increase of several ten-fold in a short period of time. Using aircraft engine certification data, the methodology for determination of the total number of particles emitted during a single landing operation was introduced.

Full Text Available This paper presents results from the first detailed intercomparison of stratosphere-lower mesosphere water vapour analyses; it builds on earlier results from the EU funded framework V "Assimilation of ENVISAT Data" (ASSET project. Stratospheric water vapour plays an important role in many key atmospheric processes and therefore an improved understanding of its daily variability is desirable. With the availability of high resolution, good quality Michelson Interferometer for Passive Atmospheric Sounding (MIPAS water vapour profiles, the ability of four different atmospheric models to assimilate these data is tested. MIPAS data have been assimilated over September 2003 into the models of the European Centre for Medium Range Weather Forecasts (ECMWF, the Belgian Institute for Space and Aeronomy (BIRA-IASB, the French Service d'Aéronomie (SA-IPSL and the UK Met Office. The resultant middle atmosphere humidity analyses are compared against independent satellite data from the Halogen Occultation Experiment (HALOE, the Polar Ozone and Aerosol Measurement (POAM III and the Stratospheric Aerosol and Gas Experiment (SAGE II. The MIPAS water vapour profiles are generally well assimilated in the ECMWF, BIRA-IASB and SA systems, producing stratosphere-mesosphere water vapour fields where the main features compare favourably with the independent observations. However, the models are less capable of assimilating the MIPAS data where water vapour values are locally extreme or in regions of strong humidity gradients, such as the southern hemisphere lower stratosphere polar vortex. Differences in the analyses can be attributed to the choice of humidity control variable, how the background error covariance matrix is generated, the model resolution and its complexity, the degree of quality control of the observations and the use of observations near the model boundaries. Due to the poor performance of the Met Office analyses the results are not included in

This paper presents results from the first detailed intercomparison of stratosphere-lower mesosphere water vapour analyses; it builds on earlier results from the EU funded framework V "Assimilation of ENVISAT Data" (ASSET) project. Stratospheric water vapour plays an important role in many key atmospheric processes and therefore an improved understanding of its daily variability is desirable. With the availability of high resolution, good quality Michelson Interferometer for Passive Atmospheric Sounding (MIPAS) water vapour profiles, the ability of four different atmospheric models to assimilate these data is tested. MIPAS data have been assimilated over September 2003 into the models of the European Centre for Medium Range Weather Forecasts (ECMWF), the Belgian Institute for Space and Aeronomy (BIRA-IASB), the French Service d'Aéronomie (SA-IPSL) and the UK Met Office. The resultant middle atmosphere humidity analyses are compared against independent satellite data from the Halogen Occultation Experiment (HALOE), the Polar Ozone and Aerosol Measurement (POAM III) and the Stratospheric Aerosol and Gas Experiment (SAGE II). The MIPAS water vapour profiles are generally well assimilated in the ECMWF, BIRA-IASB and SA systems, producing stratosphere-mesosphere water vapour fields where the main features compare favourably with the independent observations. However, the models are less capable of assimilating the MIPAS data where water vapour values are locally extreme or in regions of strong humidity gradients, such as the southern hemisphere lower stratosphere polar vortex. Differences in the analyses can be attributed to the choice of humidity control variable, how the background error covariance matrix is generated, the model resolution and its complexity, the degree of quality control of the observations and the use of observations near the model boundaries. Due to the poor performance of the Met Office analyses the results are not included in the intercomparison

A range of solar radiation management (SRM) techniques has been proposed to counter anthropogenic climate change. Here, we examine the potential effects of stratospheric sulfate aerosols and solar insolation reduction on tropospheric ozone and ozone at Earth's surface. Ozone is a key air pollutant, which can produce respiratory diseases and crop damage. Using a version of the Community Earth System Model from the National Center for Atmospheric Research that includes comprehensive tropospheric and stratospheric chemistry, we model both stratospheric sulfur injection and solar irradiance reduction schemes, with the aim of achieving equal levels of surface cooling relative to the Representative Concentration Pathway 6.0 scenario. This allows us to compare the impacts of sulfate aerosols and solar dimming on atmospheric ozone concentrations. Despite nearly identical global mean surface temperatures for the two SRM approaches, solar insolation reduction increases global average surface ozone concentrations, while sulfate injection decreases it. A fundamental difference between the two geoengineering schemes is the importance of heterogeneous reactions in the photochemical ozone balance with larger stratospheric sulfate abundance, resulting in increased ozone depletion in mid- and high latitudes. This reduces the net transport of stratospheric ozone into the troposphere and thus is a key driver of the overall decrease in surface ozone. At the same time, the change in stratospheric ozone alters the tropospheric photochemical environment due to enhanced ultraviolet radiation. A shared factor among both SRM scenarios is decreased chemical ozone loss due to reduced tropospheric humidity. Under insolation reduction, this is the dominant factor giving rise to the global surface ozone increase. Regionally, both surface ozone increases and decreases are found for both scenarios; that is, SRM would affect regions of the world differently in terms of air pollution. In conclusion

Full Text Available A range of solar radiation management (SRM techniques has been proposed to counter anthropogenic climate change. Here, we examine the potential effects of stratospheric sulfate aerosols and solar insolation reduction on tropospheric ozone and ozone at Earth's surface. Ozone is a key air pollutant, which can produce respiratory diseases and crop damage. Using a version of the Community Earth System Model from the National Center for Atmospheric Research that includes comprehensive tropospheric and stratospheric chemistry, we model both stratospheric sulfur injection and solar irradiance reduction schemes, with the aim of achieving equal levels of surface cooling relative to the Representative Concentration Pathway 6.0 scenario. This allows us to compare the impacts of sulfate aerosols and solar dimming on atmospheric ozone concentrations. Despite nearly identical global mean surface temperatures for the two SRM approaches, solar insolation reduction increases global average surface ozone concentrations, while sulfate injection decreases it. A fundamental difference between the two geoengineering schemes is the importance of heterogeneous reactions in the photochemical ozone balance with larger stratospheric sulfate abundance, resulting in increased ozone depletion in mid- and high latitudes. This reduces the net transport of stratospheric ozone into the troposphere and thus is a key driver of the overall decrease in surface ozone. At the same time, the change in stratospheric ozone alters the tropospheric photochemical environment due to enhanced ultraviolet radiation. A shared factor among both SRM scenarios is decreased chemical ozone loss due to reduced tropospheric humidity. Under insolation reduction, this is the dominant factor giving rise to the global surface ozone increase. Regionally, both surface ozone increases and decreases are found for both scenarios; that is, SRM would affect regions of the world differently in terms of air

Full Text Available This study describes key aspects of global chemistry-transport models and their impact on stratospheric tracer transport. We concentrate on global models that use assimilated winds from numerical weather predictions, but the results also apply to tracer transport in general circulation models. We examined grid resolution, numerical diffusion, air parcel dispersion, the wind or mass flux update frequency, and time interpolation. The evaluation is performed with assimilated meteorology from the "operational analyses or operational data" (OD from the European Centre for Medium-Range Weather Forecasts (ECMWF. We also show the effect of the mass flux update frequency using the ECMWF 40-year re-analyses (ERA40. We applied the three-dimensional chemistry-transport Tracer Model version 5 (TM5 and a trajectory model and performed several diagnoses focusing on different transport regimes. Covering different time and spatial scales, we examined (1 polar vortex dynamics during the Arctic winter, (2 the large-scale stratospheric meridional circulation, and (3 air parcel dispersion in the tropical lower stratosphere. Tracer distributions inside the Arctic polar vortex show considerably worse agreement with observations when the model grid resolution in the polar region is reduced to avoid numerical instability. The results are sensitive to the diffusivity of the advection. Nevertheless, the use of a computational cheaper but diffusive advection scheme is feasible for tracer transport when the horizontal grid resolution is equal or smaller than 1 degree. The use of time interpolated winds improves the tracer distributions, particularly in the middle and upper stratosphere. Considerable improvement is found both in the large-scale tracer distribution and in the polar regions when the update frequency of the assimilated winds is increased from 6 to 3 h. It considerably reduces the vertical dispersion of air parcels in the tropical lower stratosphere. Strong

Full Text Available Peroxyacetyl nitrate (PAN is an important chemical species in the troposphere as it aids the long-range transport of NOx and subsequent formation of O3 in relatively clean remote regions. Over the past few decades observations from aircraft campaigns and surface sites have been used to better understand the regional distribution of PAN. However, recent measurements made by satellites allow for a global assessment of PAN in the upper troposphere–lower stratosphere (UTLS. In this study, we investigate global PAN distributions from two independent retrieval methodologies, based on measurements from the Michelson Interferometer for Passive Atmospheric Sounding (MIPAS instrument, on board Envisat from the Institute of Meteorology and Climate Research (IMK, Karlsruhe Institute of Technology, and the Department of Physics and Astronomy, University of Leicester (UoL. Retrieving PAN from MIPAS is challenging due to the weak signal in the measurements and contamination from other species. Therefore, we compare the two MIPAS datasets with observations from the Atmospheric Chemistry Experiment Fourier transform spectrometer (ACE-FTS, in situ aircraft data and the 3-D chemical transport model TOMCAT. MIPAS shows peak UTLS PAN concentrations over the biomass burning regions (e.g. ranging from 150 to > 200 pptv at 150 hPa and during the summertime Asian monsoon as enhanced convection aids the vertical transport of PAN from the lower atmosphere. At 150 hPa, we find significant differences between the two MIPAS datasets in the tropics, where IMK PAN concentrations are larger by 50–100 pptv. Comparisons between MIPAS and ACE-FTS show better agreement with the UoL MIPAS PAN concentrations at 200 hPa, but with mixed results above this altitude. TOMCAT generally captures the magnitude and structure of climatological aircraft PAN profiles within the observational variability allowing it to be used to investigate the MIPAS PAN differences

Technology flight vehicles were defined for three different approaches which demonstrate the concept and characteristics of the multipurpose aircraft established for Navy missions. The propulsion system used for the various technology flight vehicles was representative of that established for the multipurpose aircraft. Existing J97-GE100 gas generators were selected based on cost, availability and exhaust characteristics. The LF459 fans were also selected and are compatible with both technology and operational vehicles. To comply with the design guideline safety criteria, it was determined that three gas generators were required to provide engine out safety in the hover flight mode. The final propulsion system established for the technology aircraft was three existing J97 gas generators powering three LF459 fans. Different aircraft candidates were evaluated for application to the three designated design approaches. Each configuration was evaluated on the basis of (1) propulsion system integration, (2) modification required, (3) pilot's visibility, (4) payload volume, and (5) adaptability to compatible location of center-of-gravity/aerodynamic center and thrust center.

an isotopically labeled 34SO2 standard. In addition, we report on trace gas measurements of HONO, which is sensitive to the reaction with SF5−. The detection limit for the various trace gases is in the low 10 pptv range at a 1 s time resolution with an overall uncertainty of the measurement of the order of 20 %. AIMS has been integrated and successfully operated on the DLR research aircraft Falcon and HALO (High Altitude LOng range research aircraft. As an example, measurements conducted during the TACTS/ESMVal (Transport and Composition of the LMS/UT and Earth System Model Validation mission with HALO in 2012 are presented, focusing on a classification of tropospheric and stratospheric influences in the UTLS region. The combination of AIMS measurements with other measurement techniques yields a comprehensive picture of the sulfur, chlorine and reactive nitrogen oxide budget in the UTLS. The different trace gases measured with AIMS exhibit the potential to gain a better understanding of the trace gas origin and variability at and near the tropopause.

Configurational design and thermodynamic performance gain trends are projected into the next 50 years, in view of the growing interest of aircraft manufacturers in both larger and more efficient high-bypass turbofan engines for subsonic flight and variable cycle engines for supersonic flight. Ceramic- and metal-matrix composites are envisioned as the key to achievement of turbine inlet temperatures 300 C higher than the 1400 C which is characteristic of the state-of-the-art, with the requisite high stiffness, strength, and low density. Such fiber-reinforced materials can be readily tailored to furnish greatest strength in a specific direction of loading. Large, low-density engines are critical elements of future 1000-seat aircraft.

Successful commercialization of the AirCraft SYNThesis (ACSYNT) tool has resulted in the creation of Phoenix Integration, Inc. ACSYNT has been exclusively licensed to the company, an outcome of a seven year, $3 million effort to provide unique software technology to a focused design engineering market. Ames Research Center formulated ACSYNT and in working with the Virginia Polytechnic Institute CAD Laboratory, began to design and code a computer-aided design for ACSYNT. Using a Joint Sponsored Research Agreement, Ames formed an industry-government-university alliance to improve and foster research and development for the software. As a result of the ACSYNT Institute, the software is becoming a predominant tool for aircraft conceptual design. ACSYNT has been successfully applied to high- speed civil transport configuration, subsonic transports, and supersonic fighters.

Some aspects concerning fuels (gasoline) and gas exhaust vehicle emissions toxicology are briefly examined in light of the results reported in recent literature on this argument. Many experimental studies carried out on animals and men turn out incomplete and do not allow thorough evaluations, for every aspect, of the risk to which men and the environment are subjected

Full Text Available Malaria is a significant global burden but after >30 years of effort there is no vaccine on the market. While the complex life cycle of the parasite presents several challenges, many years of research have also identified several mechanisms of immune evasion by Plasmodium spp.. Recent research on malaria, has investigated the Programmed cell death-1 (PD-1 pathway which mediates exhaustion of T cells, characterized by poor effector functions and recall responses and in some cases loss of the cells by apoptosis. Such studies have shown exhaustion of CD4+ T cells and an unappreciated role for CD8+ T cells in promoting sterile immunity against blood stage malaria. This is because PD-1 mediates up to a 95% reduction in numbers and functional capacity of parasite-specific CD8+ T cells, thus masking their role in protection. The role of T cell exhaustion during malaria provides an explanation for the absence of sterile immunity following the clearance of acute disease which will be relevant to future malaria-vaccine design and suggests the need for novel therapeutic solutions. This review will thus examine the role of PD-1-mediated T cell exhaustion in preventing lasting immunity against malaria.

Especially in airtight low energy dwellings exhaust systems are of utmost importance as cooking can be a major source of PM2.5 exposure. Dwellings should be designed including facilities enabling extraction of at least 83 dm3/s (300 m3/h) directly to outside. Residents should be able to select an

The need is growing for a better assessment of population exposures to motor vehicle exhaust in proximity to major roads and highways. This need is driven in part by emerging scientific evidence of adverse health effects from such exposures and policy requirements for a more targeted assessment of localized public health impacts related to road expansions and increasing commercial transportation. The momentum for improved methods in measuring local exposures is also growing in the scientific community, as well as for discerning which constituents of the vehicle exhaust mixture may exert greater public health risks for those who are exposed to a disproportionate share of roadway pollution. To help elucidate the current state-of-the-science in exposure assessments along major roadways and to help inform decision makers of research needs and trends, we provide an overview of the emerging policy requirements, along with a conceptual framework for assessing exposure to motor-vehicle exhaust that can help inform policy decisions. The framework includes the pathway from the emission of a single vehicle, traffic emissions from multiple vehicles, atmospheric transformation of emissions and interaction with topographic and meteorologic features, and contact with humans resulting in exposure that can result in adverse health impacts. We describe the individual elements within the conceptual framework for exposure assessment and discuss the strengths and weaknesses of various approaches that have been used to assess public exposures to motor vehicle exhaust.

Among global environmental problems, atmospheric pollution has been discussed since relatively old days, and various countermeasures have been taken, but recently in connection with acid rain, the efficient and economical treatment technology is demanded. As the denitration and desulfurization technology for the exhaust gas from the combustion of fossil fuel, the incineration of city trash and internal combustion engines, three is the treatment method by electron beam irradiation. By irradiating electron beam to exhaust gas, nitrogen oxides and sulfur oxides are oxidized to nitric acid and sulfuric acid, and by promoting the neutralization of these acids with injected alkali, harmless salts are recovered. This method has the merit that nitrogen oxides and surfur oxides can be removed efficiently with a single system. In this report, as for the exhaust gas treatment by electron beam irradiation, its principle, features, and the present status of research and development are described, and in particular, the research on the recent exhaust gas treatment in city trash incineration is introduced. This treatment method is a dry process, accordingly, waste water disposal is unnecessary. The reaction products are utilized as fertilizer, and waste is not produced. (K.I.)

The invention pertains to an exhaust gas afterburner for internal combustion engines, with an auxiliary fuel device arranged upstream from the afterburner proper and controlled by the rotational speed of the engine, which is additionally controlled by an oxygen or carbon monoxide sensor. The catalytic part of the afterburner, together with a rotochamber, is a separate unit.

Biodiesel (BD) is commercially made from the transesterification of plant and animal derived oils. The composition of biodiesel exhaust (BE) depends on the type of fuel, the blend ratio and the engine and operating conditions. While numerous studies have characterized the health ...

The trend of stratospheric water vapor as a function of latitude is estimated by the MIPAS measurements by means of a new method that uses the measurement space solution. The method uses all the information provided by the observations avoiding the artifacts introduced by the a priori information and by the interpolation to different vertical grids. The analysis provides very precise values of the trends that, however, are limited by a relatively large systematic error induced by the radiometric calibration error of the instrument. The results show in the five years from 2005 to 2009 a dependence on latitude of the stratospheric (from 37 to 53 km) water vapor trend with a positive value of (0.41 ± 0.16)%yr-1 in the northern hemisphere and less than 0.16%yr-1 in the southern hemisphere.

The hygienic estimation of external and internal irradiation of the USSR population due to stratospheric global fallouts of fission products after nuclear explosions and weapon tests, is carried out. Numerical values which characterize the dose-effect dependence in the case of radiation of marrow, bone tissue and whole body are presented. Values of mean individual and population doses of irradiation due to global fallouts within 1963-1975, types of injury and the number of mortal cases due to malignant neoplasms are presented. A conclusion is made that the contribution of radiation due to stratospheric fallouts in the mortality due to malignant neoplasms is insignificant. Annual radiation doses, conditioned by global fallouts within the period of 1963-1975 constitute but several percent from the dose of radiation of the natural radiation background. Results of estimation of genetic consequences of irradiation due to atmospheric fallouts are presented

In this work behaviour of the stratospheric ozone using the total ozone and ozone sounding measurements from Marambio (64 deg 14`S, 56 deg 37`W) at Antarctic Peninsula has been studied. The effects of depleted stratospheric ozone to the UV-B-radiation are investigated employing a radiative transfer model, and the Marambio total ozone measurements. The levels of UV-B radiation have been studied from the point of the erythemal UV-B-doses on the horizontal human epidermis. The low values of total ozone at Marambio are also reflected to the received UV-doses which have increased roughly 20-80% (compared to long term average) during austral spring and summer. In respective to the total amount of ozone, the model calculations show that during October the UV-B-doses can be at the same level they should be during normal summer

Full Text Available Aerodynamic performance of the high-altitude propeller, especially the counter rotation effects, is experimentally studied. Influences of different configurations on a stratospheric airship, included 2-blade counter-rotating propeller (CRP, dual 2-blade single rotation propellers (SRPs and 4-blade SRP, are also indicated. This research indicates that the effect of counter rotation can greatly improve the efficiency. It shows that the CRP configuration results in a higher efficiency than the dual 2-blade SRPs configuration or 4-blade SRP configuration under the same advance ratio, and the CRP configuration also gains the highest efficiency whether under the situation of providing the same trust or absorbing the same power. It concludes that, for a stratospheric airship, the CRP configuration is better than the multiple SRPs configuration or a multi-blade SRP one.

Nimbus-7 SBUV measurements of the short-term solar UV variations caused by solar rotation and active-region evolution have determined the amplitude and wavelength dependence for the active-region component of solar UV variations. Intermediate-term variations lasting several months are associated with rounds of major new active regions. The UV flux stays near the peak value during the current solar cycle variation for more than two years and peaks about two years later than the sunspot number. Nimbus-7 measurements have observed the concurrent stratospheric ozone variations caused by solar UV variations. There is now no doubt that solar UV variations are an important cause of short- and long-term stratospheric variations, but the strength of the coupling to the troposphere and to climate has not yet been proven.

The chemical nature of plutonium derived from stratospheric fallout and industrial sources was studied in three agricultural soils. The majority of the soil plutonium was associated with a reductant-soluble, hydrous oxide phase that, under most conditions of terrestrial ecosystems, remains essentially immobile. The proportion of plutonium associated with organic matter (0.1N NaOH-extractable) varied among soils, and increased with decreasing particle size in the same soil. In a soil containing 238 Pu from a local fabrication facility and 239 , 240 Pu from stratospheric fallout, isotopic ratios between the NaOH-extractable and residual phases were essentially constant, indicating that, in these soils, plutonium from both sources behaves similarly. The distribution of soil plutonium with particle size appears to be most directly related to the mass of the soil particle

In this work behaviour of the stratospheric ozone using the total ozone and ozone sounding measurements from Marambio (64 deg 14`S, 56 deg 37`W) at Antarctic Peninsula has been studied. The effects of depleted stratospheric ozone to the UV-B-radiation are investigated employing a radiative transfer model, and the Marambio total ozone measurements. The levels of UV-B radiation have been studied from the point of the erythemal UV-B-doses on the horizontal human epidermis. The low values of total ozone at Marambio are also reflected to the received UV-doses which have increased roughly 20-80% (compared to long term average) during austral spring and summer. In respective to the total amount of ozone, the model calculations show that during October the UV-B-doses can be at the same level they should be during normal summer

The upper troposphere (6-12 km altitude) is a poorly understood and highly vulnerable region of the atmosphere. It is important because many trace species, including ozone, have their greatest impact as greenhouse (infrared-absorbing) gases in this region. The addition of relatively small amounts of anthropogenic chemicals, such as nitrogen oxides, can have a dramatic effect on the abundance of ozone. Some of these pollutants are deposited directly, e.g., by aircraft, while others are transported in. The primary goal of this project was to measure several chemical compounds in the upper troposphere that will help us to understand how air is to transported to that part of the atmosphere; that is, does it come down from the stratosphere, does it rise from the surface via convection, and so on. To obtain adequate sampling to accomplish this goal, we proposed to make measurements from revenue aircraft during normal flight operations.

Current developmental activities of aircraft gas turbines in Japan are reviewed. V2500-A5 engine with thrust of 30,000 LBF is scheduled to be used for real aircraft in 1994, and intensive developmental activities are also proceeding in larger engines over 90,000 LBF. Recently, developmental programs of engines for 75-100 seat aircraft have been actively discussed, and Japanese engine makers are having discussions towards international collaboration. Such engines will be high bypass turbofans of 12,000-22,000 LBF. Development of SST/HST engines in a speed range from subsonic to Mach 5 is under the initiative of the Agency of Industrial Science and Technology. The Technical Research and Development Institute of Japan, Defence Agency achieved the target thrust of 3.4 tons in the small turbofan engine program, and the small turboshaft engine for small helicopters is also under development. Both National Aerospace Laboratory (NAL) and Institute of Space and Aeronautical Science (ISAS) are now conducting the research programs on turbo-ramjet engines under a component test phase. 1 fig.

An atlas of high resolution infrared emission spectra identifies a number of gaseous atmospheric features significant to stratospheric chemistry in the 770-900/cm and 1100-1360/cm regions at six zenith angles from 86.7 to 95.1 deg. A balloon-borne Michelson interferometer was flown to obtain about 0.03/cm resolution spectra. Two 10/cm extracts are presented here.

The amount of water vapor in the tropical lower stratosphere (TLS), which has an important influence on the radiative energy budget of the climate system, is modulated by the temperature variability of the tropical tropopause layer (TTL). The TTL temperature variability is caused by a complex combination of the stratospheric quasi-biennial oscillation (QBO), tropospheric convective processes in the tropics, and the Brewer-Dobson circulation (BDC) driven by mid-latitude and subtropical atmospheric waves. In 2000, the TLS water vapor amount exhibited a stepwise transition to a dry phase, apparently caused by a change in the BDC. In this study, we present observational and modeling evidence that the epochal change of water vapor between the periods of 1992-2000 and 2001-2005 was also partly caused by a concurrent sea surface temperature (SST) warming in the tropical central Pacific. This SST warming cools the TTL above by enhancing the equatorial wave-induced upward motion near the tropopause, which consequently reduces the amount of water vapor entering the stratosphere. The QBO affects the TLS water vapor primarily on inter-annual timescales, whereas a classical El Niño southern oscillation (ENSO) event has small effect on tropical mean TLS water vapor because its responses are longitudinally out of phase. This study suggests that the tropical central Pacific SST is another driver of TLS water vapor variability on inter-decadal timescales and the tropical SST changes could contribute to about 30% of the step-wise drop of the lower stratospheric water vapor from 1992-2000 to 2001-2005.

Ablation of interplanetary dust supplies oxygen to the upper atmospheres of Jupiter, Saturn, Uranus, and Neptune. Using recent dynamical model predictions for the dust influx rates to the giant planets (Poppe et al., 2016), we calculate the ablation profiles and investigate the subsequent coupled oxygen-hydrocarbon neutral photochemistry in the stratospheres of these planets. We find that dust grains from the Edgeworth-Kuiper Belt, Jupiter-family comets, and Oort-cloud comets supply an effective oxygen influx rate of 1.0-0.7+2.2 ×107 O atoms cm-2 s-1 to Jupiter, 7.4-5.1+16 ×104 cm-2 s-1 to Saturn, 8.9-6.1+19 ×104 cm-2 s-1 to Uranus, and 7.5-5.1+16 ×105 cm-2 s-1 to Neptune. The fate of the ablated oxygen depends in part on the molecular/atomic form of the initially delivered products, and on the altitude at which it was deposited. The dominant stratospheric products are CO, H2O, and CO2, which are relatively stable photochemically. Model-data comparisons suggest that interplanetary dust grains deliver an important component of the external oxygen to Jupiter and Uranus but fall far short of the amount needed to explain the CO abundance currently seen in the middle stratospheres of Saturn and Neptune. Our results are consistent with the theory that all of the giant planets have experienced large cometary impacts within the last few hundred years. Our results also suggest that the low background H2O abundance in Jupiter's stratosphere is indicative of effective conversion of meteoric oxygen to CO during or immediately after the ablation process - photochemistry alone cannot efficiently convert the H2O into CO on the giant planets.

After briefly summarizing the discoveries of the 95 Nobel Prize Winners in Chemistry related to the threats to the ozone layer by chemical pollutants, we make a soft presentation of the overall problem of stratospheric ozone, starting with the destructive catalytic cycles of the pollutant-based free radicals, following with the diffusion mathematical models in Atmospheric Chemistry, and ending with the increasing annual drama of the ozone hole in the Antarctica. (Author)

A vortex dynamics approach is used to study the underlying mechanisms leading to polar vortex breakdown during stratospheric sudden warmings (SSWs). Observational data are used in chapter 2 to construct climatologies of the Arctic polar vortex structure during vortex-splitting and vortex-displacement SSWs occurring between 1958 and 2002. During vortex-splitting SSWs, polar vortex breakdown is shown to be typically independent of height (barotropic), whereas breakdown during vor...

Scenarios are developed for long-term future emissions of seven of the most important manmade chemicals that may deplete ozone and the corresponding effect on stratospheric ozone concentrations is calculated using a one-dimensional atmospheric model. The scenarios are based on detailed analysis of the markets for products that use these chemicals and span a central 90% probability interval for the chemicals joint effect on calculated ozone abundance, assuming no additional regulations. (author). 22 refs., 2 figs., 5 tabs

Full Text Available Equivalent effective stratospheric chlorine (EESC is a convenient parameter to quantify the effects of halogens (chlorine and bromine on ozone depletion in the stratosphere. We show, discuss, and analyze a new formulation of EESC that now includes the effects of age-of-air dependent fractional release values and an age-of-air spectrum. This EESC can be more appropriately applied to various parts of the stratosphere because of this dependence on mean age-of-air. This new formulation provides quantitative estimates of EESC that can be directly related to inorganic chlorine and bromine throughout the stratosphere. In this paper, we first provide a detailed description of the EESC calculation. We then use this EESC formulation to estimate that human-produced ozone depleting substances will recover to 1980 levels in 2041 in the midlatitudes, and 2067 over Antarctica. These recovery dates are based upon the assumption that the international agreements for regulating ozone-depleting substances are adhered to. In addition to recovery dates, we also estimate the uncertainties and possible problems in the estimated times of recovery. The midlatitude recovery of 2041 has a 95% confidence uncertainty from 2028 to 2049, while the 2067 Antarctic recovery has a 95% confidence uncertainty from 2056 to 2078. The principal uncertainties are from the estimated mean age-of-air and fractional release values, and the assumption that these quantities are time independent. Using other model estimates of age decrease due to climate change, we estimate that midlatitude recovery may be significantly accelerated.

Research and development performed by the French Space Agency (CNES) over the past 10 years has given the scientific community the Infrared Montgolfiere, a balloon capable of lifting 50-kg payloads into the stratosphere for periods of several weeks. The Infrared Montgolfiere is a hot air balloon that captures infrared radiation using the earth as a heat source. Thirty flights have been launched so far, some lasting more than sixty days and circling the globe twice.

Stratospheric balloons capable of taking a 30 kg scientific payload to an altitude of 22 to 30 km for 1 month or more were developed. In-flight experiments were used to qualify the designs of a pumpkin shaped superpressure balloon and an infrared hot air balloon. Tracking of the flights (location and transmission of the parameters measured on board) was achieved using a telemetry gondola including an ARGOS beacon adapted for operation in the low temperatures encountered.

One of the largest problems that we will have to deal with on this planet this millennium is to stop the pollution of our environment. In many of the ongoing works to reduce toxic emissions, gas sensors capable of enduring rough environments and high temperatures, would be a great tool. The different applications where sensors like this would be useful vary between everything from online measurement in the paper industry and food industry to measurement in the exhaust pipe of a car. In my project we have tested Schottky diodes and MlSiCFET sensor as gas sensors operating at high temperatures. The measurement condition in the exhaust pipe of a car is extremely tough, not only is the temperature high and the different gases quite harmful, there are also a lot of particles that can affect the sensors in an undesirable way. In my project we have been testing Schottky diodes and MlSiCFET sensors based on SiC as high temperature sensors, both in the laboratory with simulated exhaust and after a real engine. In this thesis we conclude that these sensors can work in the hostile environment of an engines exhaust. It is shown that when measuring in a gas mixture with a fixed I below one, where the I-value is controlled by the O{sub 2} concentration, a sensor with a catalytic gate metal as sensitive material respond more to the increased O{sub 2} concentration than the increased HC concentration when varying the two correspondingly. A number of different sensors have been tested in simulated exhaust towards NO{sub x}. It was shown that resistivity changes in the thin gate metal influenced the gas response. Tests have been performed where sensors were a part of a SCR system with promising results concerning NH{sub 3} sensitivity. With a working temperature of 300 deg C there is no contamination of the metal surface.

There is continuing concern about the depletion of the ozone layer. Recently it has been determined that effluents from rockets exhausts contain chemical species that can be classified as Potentially Ozone Reactive Chemicals (PORCs...

Nitrous oxide (N2O) levels have been steadily increasing in the atmosphere over the past few decades at a rate of approximately 0.3% per year. This trend is of major concern as N2O is both a long-lived Greenhouse Gas (GHG) and an Ozone Depleting Substance (ODS), as it is a precursor of NO and NO2, which catalytically destroy ozone in the stratosphere. Recently, N2O emissions have been recognised as the most important ODS emissions and are now of greater importance than emissions of CFC's. The growth in atmospheric N2O is predominantly due to the enhancement of surface emissions by human activities. Most notably, the intensification and proliferation of agriculture since the mid-19th century, which has been accompanied by the increased input of reactive nitrogen to soils and has resulted in significant perturbations to the natural N-cycle and emissions of N2O. There exist two approaches for estimating N2O emissions, the so-called 'bottom-up' and 'top-down' approaches. Top-down approaches, based on the inversion of atmospheric measurements, require an estimate of the loss of N2O via photolysis and oxidation in the stratosphere. Uncertainties in the loss magnitude contribute uncertainties of 15 to 20% to the global annual surface emissions, complicating direct comparisons between bottom-up and top-down estimates. In this study, we present a novel inversion framework for the simultaneous optimization of N2O surface emissions and the magnitude of the loss, which avoids errors in the emissions due to incorrect assumptions about the lifetime of N2O. We use a Bayesian inversion with a variational formulation (based on 4D-Var) in order to handle very large datasets. N2O fluxes are retrieved at 4-weekly resolution over a global domain with a spatial resolution of 3.75° x 2.5° longitude by latitude. The efficacy of the simultaneous optimization of emissions and losses is tested using a global synthetic dataset, which mimics the available atmospheric data. Lastly, using real

A GEOS V2 CCM simulation with an internally generated quasi-biennial oscillation (QBO) signal is compared to an otherwise identical simulation without a QBO. In a present-day climate, inclusion of the modeled QBO makes a significant difference to stratospheric dynamics and ozone throughout the year. The QBO enhances variability in the tropics, as expected, but also in the polar stratosphere in some seasons. The modeled QBO also affects the mean stratospheric climate. Because tropical zonal winds in the baseline simulation are generally easterly, there is a relative increase in zonal wind magnitudes in tropical lower and middle stratosphere in the QBO simulation. Extra-tropical differences between the QBO and 'no QBO' simulations thus reflect a bias toward the westerly phase of the QBO: a relative strengthening and poleward shifting the polar stratospheric jets, and a reduction in Arctic lower stratospheric ozone.

An investigation was made to determine a method of measuring fuel-air ratio that could be used for test purposes in flight and for checking conventional equipment in the laboratory. Two single-cylinder test engines equipped with typical commercial engine cylinders were used. The fuel-air ratio of the mixture delivered to the engines was determined by direct measurement of the quantity of air and of fuel supplied and also by analysis of the oxidized exhaust gas and of the normal exhaust gas. Five fuels were used: gasoline that complied with Army-Navy fuel Specification No. AN-VV-F-781 and four mixtures of this gasoline with toluene, benzene, and xylene. The method of determining the fuel-air ratio described in this report involves the measurement of the carbon-dioxide content of the oxidized exhaust gas and the use of graphs for the presented equation. This method is considered useful in aircraft, in the field, or in the laboratory for a range of fuel-air ratios from 0.047 to 0.124.

An investigation was made to determine a method of measuring fuel-air ratio that could be used for test purposes in flight and for checking conventional equipment in the laboratory. Two single-cylinder test engines equipped with typical commercial engine cylinders were used. The fuel-air ratio of the mixture delivered to the engines was determined by direct measurement of the quantity of air and of fuel supplied and also by analysis of the oxidized exhaust gas and of the normal exhaust gas. Five fuels were used: gasoline that complied with Army-Navy Fuel Specification, No. AN-VV-F-781 and four mixtures of this gasoline with toluene, benzene, and xylene. The method of determining the fuel-air ratio described in this report involves the measurement of the carbon-dioxide content of the oxidized exhaust gas and the use of graphs or the presented equation. This method is considered useful in aircraft, in the field, or in the laboratory for a range of fuel-air ratios from 0.047 to 0.124

Climate change is expected to increase winter rainfall and flooding in many extratropical regions as evaporation and precipitation rates increase, storms become more intense and storm tracks move polewards. Here, we show how changes in stratospheric circulation could play a significant role in future climate change in the extratropics through an additional shift in the tropospheric circulation. This shift in the circulation alters climate change in regional winter rainfall by an amount large enough to significantly alter regional climate change projections. The changes are consistent with changes in stratospheric winds inducing a change in the baroclinic eddy growth rate across the depth of the troposphere. A change in mean wind structure and an equatorward shift of the tropospheric storm tracks relative to models with poor stratospheric resolution allows coupling with surface climate. Using the Atlantic storm track as an example, we show how this can double the predicted increase in extreme winter rainfall over Western and Central Europe compared to other current climate projections. (orig.)

Equivalent effective stratospheric chlorine (EESC) is a convenient parameter to quantify the effects of halogens (chlorine and bromine) on ozone depletion in the stratosphere. We show and discuss a new formulation of EESC that now includes the effects of age-of-air dependent fractional release values and an age-of-air spectrum. This new formulation provides quantitative estimates of EESC that can be directly related to inorganic chlorine and bromine throughout the stratosphere. Using this EESC formulation, we estimate that human-produced ozone depleting substances will recover to 1980 levels in 2041 in the midlatitudes, and 2067 over Antarctica. These recovery dates are based upon the assumption that the international agreements for regulating ozone-depleting substances are adhered to. In addition to recovery dates, we also estimate the uncertainties in the estimated time of recovery. The midlatitude recovery of 2041 has a 95% confidence uncertainty from 2028 to 2049, while the 2067 Antarctic recovery has a 95% confidence uncertainty from 2056 to 2078. The principal uncertainties are from the estimated mean age-of-air, and the assumption that the mean age-of-air and fractional release values are time independent. Using other model estimates of age decrease due to climate change, we estimate that midlatitude recovery may be accelerated from 2041 to 2031.

Project Loon has an overall goal of providing worldwide internet coverage using a network of long-duration super-pressure balloons. Beginning in 2013, Loon has launched over 1600 balloons from multiple tropical and middle latitude locations. These GPS tracked balloon trajectories provide lower stratospheric wind information over the oceans and remote land areas where traditional radiosonde soundings are sparse, thus providing unique coverage of lower stratospheric winds. To fully investigate these Loon winds we: 1) compare the Loon winds to winds produced by a global data assimilation system (DAS: NASA GEOS) and 2) assimilate the Loon winds into the same comprehensive DAS. Results show that in middle latitudes the Loon winds and DAS winds agree well and assimilating the Loon winds have only a small impact on short-term forecasting of the Loon winds, however, in the tropics the loon winds and DAS winds often disagree substantially (8 m/s or more in magnitude) and in these cases assimilating the loon winds significantly improves the forecast of the loon winds. By highlighting cases where the Loon and DAS winds differ, these results can lead to improved understanding of stratospheric winds, especially in the tropics.

NASA WB-57F aircraft have supported the atmospheric science community for over 30 years. Recent attention has focused on the chemistry and dynamics of the UTLS region of the atmosphere and several NASA sponsored field campaigns (ACCENT, CRYSTAL-FACE) have made critical use of the WB-57F's unique ability to carry large (3 ton) payloads during extended cruise at all altitudes from the lower troposphere to the lower stratosphere (20 km ceiling). In addition, the WB-57F's robust structure permits a large number and variety of instruments to be carried at inlet-favorable locations on the aircraft. In order to further improve the WB-57F's performance and unique utility to the atmospheric research and spacecraft validation communities, NASA is planning several upgrades to the WB-57F including state-of-the-art avionics and autopilot, landing gear replacement, maximum gross weight increase, engine replacement, and ultrapod installation. We will review the present WB-57F performance, plans for upcoming science campaigns, and plans for increased WB-57F payload, range, endurance, and ceiling resulting from the upgrades.

The Asian Monsoon System is one of the Earth's largest and most energetic weather systems. Monsoon rainfall is critical to feeding over a billion people in Asia and the monsoon circulation affects weather patterns over the entire northern hemisphere. The Monsoon also acts like an enormous elevator, pumping vast amounts of air and pollutants from the surface up to the tropopause region at levels above 16km altitude, from where air can ascend into the stratosphere, where it spreads globally. Thus the monsoon affects the chemical composition of the global tropopause region and the stratosphere, and hence plays a key role for the composition of the UTS. Dynamically the monsoon circulation leads to the formation of a large anticyclone at tropopause levels above South Asia - the Asian Monsoon Anticyclone (AMA). Satellite images show a large cloud of aerosols directly above the monsoon, the Asian Tropopause Aerosol Layer (ATAL). In July to August 2017 the international research project StratoClim carried out the first in-situ aircraft measurements in the AMA and the ATAL with the high altitude research aircraft M55-Geophysica. Around 8 scientific flights took place in the airspaces of Nepal, India and Bangladesh and have horizontally and vertically probed the AMA and have well characterized the ATAL along flight patterns that have been carefully designed by a theory, modelling and satellite data analysing team in the field. The aircraft campaign has been complemented by launches of research balloons from ground stations in Nepal, Bangladesh, China and Palau. The presentation will give an overview of the StratoClim project, the aircraft and balloon activities and initial results from the StratoClim Asian Monsoon campaign in summer 2017.

Methane is a direct and indirect greenhouse gas. The direct greenhouse effect comes from the radiation absorbed and emitted by methane itself. The indirect greenhouse effect comes from radiatively active gases that are produced during methane oxidation: principally O3, H2O, and CO2. Methane also suppresses tropospheric OH, which indirectly affects numerous greenhouses gases and aerosols. Traditionally, the methane global warming potential (GWP) has included the indirect effects on tropospheric O3 and OH and stratospheric H2O, with these effects estimated independently from unrelated tropospheric and stratospheric chemistry models and observations. Using this approach the CH4 is about 28 over 100 yr (without carbon cycle feedbacks, IPCC, 2013). Here we present a comprehensive analysis of the CH4 GWP in several 3-D global atmospheric models capable of simulating both tropospheric and stratospheric chemistry (GEOS-Chem, Oslo CTM3, UKCA). This enables us to include, for the first time, the indirect effects of CH4 on stratospheric O3 and stratosphere-troposphere coupling. We diagnose the GWP from paired simulations with and without a 5% perturbation to tropospheric CH4 concentrations. Including stratospheric chemistry nearly doubles the O3 contribution to CH4 GWP because of O3 production in the lower stratosphere and because CH4 inhibits Cl-catalyzed O3 loss in the upper stratosphere. In addition, stratosphere-troposphere coupling strengthens the chemical feedback on its own lifetime. In the stratosphere, this feedback operates by a CH4 perturbation thickening the stratospheric O3 layer, which impedes UV-driven OH production in the troposphere and prolongs the CH4 lifetime. We also quantify the impact of CH4-derived H2O on the stratospheric HOx cycles but these effects are small. Combining all of the above, these models suggest that the 100-yr GWP of CH4 is over 33.5, a 20% increase over the latest IPCC assessment.

We have investigated the effects of incorporating representations of heterogeneous chemical processes associated with stratospheric sulfuric acid aerosol into the LLNL two-dimensional, zonally averaged, model of the troposphere and stratosphere. Using distributions of aerosol surface area and volume density derived from SAGE 11 satellite observations, we were primarily interested in changes in partitioning within the Cl- and N- families in the lower stratosphere, compared to a model including only gas phase photochemical reactions

During its April 1979 eruption series, Soufriere Volcano produced two major stratospheric plumes that the SAGE (Stratospheric Aerosol and Gas Experiment) satellite system tracked to West Africa and the North Atlantic Ocean. The total mass of these plumes, whose movement and dispersion are in agreement with those deduced from meteorological data and dispersion theory, was less than 0.5 percent of the global stratospheric aerosol burden; no significant temperature or climate perturbation is therefore expected.

The analysis of the stratospheric aerosol origin was carried out by the method of Lagrangian particle trajectories. Stratospheric aerosol was registered by lidar sounding of atmosphere above Tomsk in 2008-2013 in summer time. The analysis of the results had shown that the aerosol content at altitudes of 13-125 km with maximum at 16-18 km can be associated with aerosol transfer from tropical stratospheric reservoir.

A two-dimensional, axisymmetric flow field model which includes water and sulphate aerosol formation represented by moments of the size and composition distribution function is used to calculate the effect of radial turbulent jet mixing on the aerosol size distribution and mean modal composition. (author) 6 refs.

A two-dimensional, axisymmetric flow field model which includes water and sulphate aerosol formation represented by moments of the size and composition distribution function is used to calculate the effect of radial turbulent jet mixing on the aerosol size distribution and mean modal composition. (author) 6 refs.

... application. These definitions are consistent with CAEP/8 usage, and the common understanding of these terms.... Instead, it was printed in regular size text, implying a very different mathematical calculation. Since... each pollutant based on a statistical assessment of measured emissions from multiple tests.\\1\\ \\1\\ This...

Answers are attempted to give to open questions concerning physico-chemical processes in near-field aircraft plumes, with emphasis on their potential impact on subsequent heterogeneous chemistry. Research issues concerning the nucleation of aerosols and their interactions among themselves and with exhaust gases are summarized. Microphysical properties of contrail ice particles, formation of liquid ternary mixtures, and nucleation of nitric acid trihydrate particles in contrails are examined and possible implications for heterogeneous plume chemistry are discussed. (author) 19 refs.

Answers are attempted to give to open questions concerning physico-chemical processes in near-field aircraft plumes, with emphasis on their potential impact on subsequent heterogeneous chemistry. Research issues concerning the nucleation of aerosols and their interactions among themselves and with exhaust gases are summarized. Microphysical properties of contrail ice particles, formation of liquid ternary mixtures, and nucleation of nitric acid trihydrate particles in contrails are examined and possible implications for heterogeneous plume chemistry are discussed. (author) 19 refs.

Breakup of the polar vortex is a dominant feature of the seasonal transition from winter to summer in the stratosphere, which significantly affects stratospheric O3 concentration and tropospheric weather. Previously several criteria for the vortex breakup have been suggested based on the potential vorticity (PV) and wind speed, however, those mainly have focused on the lower stratospheric vortex of which spatiotemporal evolution and decay are more continuous than those of the upper stratospheric vortex. To find a consistent criterion for the vortex breakup in both the lower and upper stratosphere, the present study defined a polar vortex breakup day as when PV gradient at the polar vortex edge becomes lower than that at the subtropical edge on the area equivalent latitude based on PV. With applying the new definition to the UK Met Office reanalysis data, the breakup days of the Arctic polar vortices on 18 isentropic levels from 450 K to 1300 K were calculated for the period of 1993-2005. In comparison with CH4, N2O and O3 measured by the ILAS and POAM II/III satellite instruments, the breakup days are well consistent with changes in the distribution of such tracers as well as their zonal standard deviations associated with the vortex structure breaking and irreversible mixing. The vortex breakup in the upper stratosphere occurs more or less a month prior to that in the middle and lower stratosphere while the stratospheric final warming events occurs simultaneously in the upper and lower stratosphere.

Climatic Observatory (LKO) in Arosa (Switzerland), marking the beginning of the world's longest series of total (or column) ozone measurements. They were driven by the recognition that atmospheric ozone is important for human health, as well as by scientific curiosity about what was, at the time, an ill characterised atmospheric trace gas. From around the mid-1950s to the beginning of the 1970s studies of high atmosphere circulation patterns that could improve weather forecasting was justification for studying stratospheric ozone. In the mid-1970s, a paradigm shift occurred when it became clear that the damaging effects of anthropogenic ozone-depleting substances (ODSs), such as long-lived chlorofluorocarbons, needed to be documented. This justified continuing the ground-based measurements of stratospheric ozone. Levels of ODSs peaked around the mid-1990s as a result of a global environmental policy to protect the ozone layer, implemented through the 1987 Montreal Protocol and its subsequent amendments and adjustments. Consequently, chemical destruction of stratospheric ozone started to slow around the mid-1990s. To some extent, this raises the question as to whether continued ozone observation is indeed necessary. In the last decade there has been a tendency to reduce the costs associated with making ozone measurements globally including at Arosa. However, the large natural variability in ozone on diurnal, seasonal, and interannual scales complicates the capacity for demonstrating the success of the Montreal Protocol. Chemistry-climate models also predict a super-recovery of the ozone layer at mid-latitudes in the second half of this century, i.e. an increase of ozone concentrations beyond pre-1970 levels, as a consequence of ongoing climate change. These factors, and identifying potentially unexpected stratospheric responses to climate change, support the continued need to document stratospheric ozone changes. This is particularly valuable at the Arosa site, due

An increasing emphasis on energy eciency in aircraft systems has in recentyears led to greater interest in integrated design and optimisation withinthe industry. New tools are needed to understand, compare and manage energyuse of an aircraft throughout its design and operation. This thesis describes a new methodology to meet this need: aircraft exergy mapping.The choice of exergy, a 2nd law metric, to describe the energy ows is fundamental to the methodology, providing numerous advantages ove...

This paper explains concepts of aircraft engine afterburner, and describes history of afterburner study, and describe the result of major research items. An afterburner is located down stream of a fan, compressor, burner, and turbine in a jet engine. Its basic principle is that fuel is injected into turbine exhaust and fan air flows from an fuel injector, ignited by a spark plug using oxygen remaining in the exhaust gas flow, burned and flame-held by a flame stabilizer. The combustion gas of high temperature (1,700 to 1,800 {degree}c) thus generated is jetted out from an exhaust nozzle to increase the thrust. The prototype afterburner is featured by adoption of a mixed type fuel injection system that provides wide stable combustion range, and flame stabilizer with a scoop aimed at improving the ignition performance and combustion efficiency. A confirmation test verified smooth ignition and wide air to fuel ratio for stabilized combustion. 4 refs., 16 figs.

In this study, we investigated how supervisors' emotional exhaustion and service climate jointly influence the relationship between subordinates' emotional exhaustion and their display of positive emotions at work. Using data from frontline sales employees and their immediate supervisors in a

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Manufacture of new aircraft, aircraft... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

Noise study has been carried out in 25 laboratories fitted with exhaust fans. We have studied A- Weighted equivalent sound pressure levels (dB(A) LAeJ and equivalent octave band sound pressure levels (dB L/sub eq/ in each of the laboratories surveyed. The data collected has been analyzed for Preferred Speech Interference Levels (PSIL). The results show that the interior noise levels in these laboratories vary from 59.6 to 72.2 dB(A) L/sub Aeq/, which are very high and much beyond the interior noise limits recommended for laboratories. Some ways and means to limit emission of high-level noise from exhaust fans are also discussed. (author)

An expanding plume model with chemistry has been used to study the chemical conversion of NO{sub x} to reservoir species in aircraft plumes. The heterogeneous conversion of N{sub 2}O{sub 5} to HNO{sub 3}(s) has been investigated when the emissions take place during night-time. The plume from an B747 has been simulated. During a ten-hour calculation the most important reservoir species was HNO{sub 3} for emissions at noon. The heterogeneous reactions had little impact on the chemical loss of NO{sub x} to reservoir species for emissions at night. (author) 4 refs.

An expanding plume model with chemistry has been used to study the chemical conversion of NO{sub x} to reservoir species in aircraft plumes. The heterogeneous conversion of N{sub 2}O{sub 5} to HNO{sub 3}(s) has been investigated when the emissions take place during night-time. The plume from an B747 has been simulated. During a ten-hour calculation the most important reservoir species was HNO{sub 3} for emissions at noon. The heterogeneous reactions had little impact on the chemical loss of NO{sub x} to reservoir species for emissions at night. (author) 4 refs.

This report summarizes the results of theoretical research performed during 3 years of P371 Project implementation. In results of such research a new scientific conceptual technology of quasi-passive individual infrared protection of heat-generating objects – Spatial Displacement of Thermal Image (SDTI technology) was developed. Theoretical substantiation and description of working processes of civil aircraft individual IR-protection system were conducted. The mathematical models and methodology were presented, there were obtained the analytical dependencies which allow performing theoretical research of the affect of intentionally arranged dynamic field of the artificial thermal interferences with variable contrast onto main parameters of optic-electronic tracking and homing systems.

The usage of rare earth metals for automotive exhaust catalysts is demonstrated in this paper. Rare earth metals have been widely used in automotive catalysts. In particular, three-way catalysts require the use of ceria compounds as oxygen storage materials, and lanthana as both a stabilizer of alumina and a promoter. The application for diesel catalysts is also illustrated. Effects of inclusion of rare earth metals in automotive catalysts are discussed

With increasing effects of global warming, efforts are made to make transportation in general more fuel efficient. When it comes to internal combustion engines, the most common way to improve fuel efficiency is through ‘downsizing’. Downsizing means that a smaller engine (with lower losses and less weight) performs the task of a larger engine. This is accomplished by fitting the smaller engine with a turbocharger, to recover some of the energy in the hot exhaust gases. Such engine systems nee...

The theme of the article is to determine the possibility of waste heat recovery and use it to prepare hot water. The scope includes a description of the existing sample of coal-fired boiler plant, the analysis of working condition and heat recovery proposals. For this purpose, a series of calculations necessary to identify the energy effect of exhaust temperature decreasing and transferring recovery heat to hot water processing. Heat recover solutions from the exhaust gases channel between boiler and chimney section were proposed. Estimation for the cost-effectiveness of such a solution was made. All calculations and analysis were performed for typical Polish conditions, for coal-fired boiler plant. Typicality of this solution is manifested by the volatility of the load during the year, due to distribution of heat for heating and hot water, determining the load variation during the day. Analysed system of three boilers in case of load variation allows to operational flexibility and adaptation of the boilers load to the current heat demand. This adaptation requires changes in the operating conditions of boilers and in particular assurance of properly conditions for the combustion of fuel. These conditions have an impact on the existing thermal loss and the overall efficiency of the boiler plant. On the boiler plant efficiency affects particularly exhaust gas temperature and the excess air factor. Increasing the efficiency of boilers plant is possible to reach by following actions: limiting the excess air factor in coal combustion process in boilers and using an additional heat exchanger in the exhaust gas channel outside of boilers (economizer) intended to preheat the hot water.

In order to weaken the chemical laser exhaust gas influence of the optical transmission, a vent pipe is advised to emissions gas to the outside of the optical transmission area. Based on a variety of exhaust pipe design, a flow field characteristic of the pipe is carried out by numerical simulation and analysis in detail. The research results show that for uniform deflating exhaust pipe, although the pipeline structure is cyclical and convenient for engineering implementation, but there is a phenomenon of air reflows at the pipeline entrance slit which can be deduced from the numerical simulation results. So, this type of pipeline structure does not guarantee seal. For the design scheme of putting the pipeline contract part at the end of the exhaust pipe, or using the method of local area or tail contraction, numerical simulation results show that backflow phenomenon still exists at the pipeline entrance slit. Preliminary analysis indicates that the contraction of pipe would result in higher static pressure near the wall for the low speed flow field, so as to produce counter pressure gradient at the entrance slit. In order to eliminate backflow phenomenon at the pipe entrance slit, concerned with the pipeline type of radial size increase gradually along the flow, flow field property in the pipe is analyzed in detail by numerical simulation methods. Numerical simulation results indicate that there is not reflow phenomenon at entrance slit of the dilated duct. However the cold air inhaled in the slit which makes the temperature of the channel wall is lower than the center temperature. Therefore, this kind of pipeline structure can not only prevent the leak of the gas, but also reduce the wall temperature. In addition, compared with the straight pipe connection way, dilated pipe structure also has periodic structure, which can facilitate system integration installation.

48, 2017, 219-222 doi: 10.5774/48-0-292. Fronting and exhaustive exclusion in Biblical Hebrew. Christo H. J. van der Merwe. Department of Ancient Studies, University of Stellenbosch, South ... Merwe, Naudé and Kroeze 2017: 491-493). .... “And I will give him to the Lord all the days of his life, and no razor shall touch his.

project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot

A total power injection up to 0.3GJ has been achieved in EAST long pulse USN operation with ITER-like water-cooling W-monoblock divertor, which has steady-state power exhaust capability of 10 MWm-2. The peak temperature of W target saturated at t = 12 s to the value T 500oC and a heat flux 3MWm-2was maintained. Great efforts to reduce heat flux and accommodate particle exhaust simultaneously have been made towards long pulse of 102s time scale. By exploiting the observation of Pfirsch-Schlüter flow direction in the SOL, the Bt direction with Bx ∇B away from the W divertor (more particles favor outer target in USN) was adopted along with optimizing the strike point location near the pumping slot, to facilitate particle and impurity exhaust with the top cryo-pump. By tailoring the 3D divertor footprint through edge magnetic topology change, the heat load was dispersed widely and thus peak heat flux and W sputtering was well controlled. Active feedback control of total radiative power with neon seeding was achieved within frad = 17-35%, exhibiting further potential for heat flux reduction with divertor and edge radiation. Other heat flux handling techniques, including quasi snowflake configuration, will also be presented.

Full Text Available attributable to misuse of the weapon or to missile performance restrictions. This paper analyses some of the factors affecting aircraft vulnerability and demonstrates a structured analysis of the risk and aircraft vulnerability problem. The aircraft...

An exhaust gas recirculation device to reduce nitrogen oxides emission from internal combustion engines is described. The recirculation is achieved by employing a tube connecting between the exhaust pipe and intake tube. A throttle valve is installed within the exhaust pipe between the muffler and recirculation tube, and regulated by exhaust gas temperature. Whenever the gas temperature is high, the valve closes and increases the gas flow to the intake tube. A temperature sensor is installed within the exhaust pipe and controls a solenoid or magnetic air valve linking to the throttle valve through a relay. The recirculation tube can be cooled by a fan to improve the engine power.

A homogeneous charge compression ignition engine operates by injecting liquid fuel directly in a combustion chamber, and mixing the fuel with recirculated exhaust and fresh air through an auto ignition condition of the fuel. The engine includes at least one turbocharger for extracting energy from the engine exhaust and using that energy to boost intake pressure of recirculated exhaust gas and fresh air. Elevated proportions of exhaust gas recirculated to the engine are attained by throttling the fresh air inlet supply. These elevated exhaust gas recirculation rates allow the HCCI engine to be operated at higher speeds and loads rendering the HCCI engine a more viable alternative to a conventional diesel engine.

Inside the jet engine, the propulsion engine for an aircraft, a high speed air current is flowing, and the rotors such as the fan, compress or, turbine and so forth are rotating with a high speed in its flowing current. The flow itself in which a high speed exhaust jet is discharged in the air from engine exhaust port, and the aerodynamic noise generated by an interaction of the flow with the material bodies are the main noise sources of the aircraft engine. Because the supersonic planes are necessary to fly with mach number 2 - 3 during cruising, the turbojet engine with a large jet exhaust speed or the low bypass ratio turbofan engine is selected. Since a noise reduction by reducing the jet exhaust speed, which was an effective measure for the high subsonic speed passenger plane, can not be applied, a reduction of the supersonic jet noise, which is hard to be reduced, becomes a necessity. In addition, in recent years, a research and development of the advanced turbo prop (ATP) aircraft with a further higher thrust efficiency are advanced as well. The aerodynamical noise reduction technologies of these engines for supersonic airplanes are summarized. 14 refs., 11 figs., 1 tab.

Aircraft impact against nuclear power plant structures leads to both local and overall effects on the structure. Among the local effects, backface spalling is most important. The overall effects of impact on structural stability are commonly evaluated in terms of the adequacy of the structure in flexure and shear. Empirical formulas are presented for the determination of local effects of aircraft impact on nuclear power plant facilities. The formulas lead to easy and reasonable estimates of the thickness required to prevent backface spalling. The impactive load depends upon the collapse load of the fuselage, its collapse mechanism, mass distribution and the impact velocity. A simplified method is given for evaluating the design load. The time history, obtained by the proposed method, closely resembles those obtained by more rigorous methods. Procedures for obtaining shear and flexural strengths of concrete walls or roofs, subjected to impact, are provided. The span-to-depth ratio is considered. Recommendations are made on the available ductility ratio and structural behavior. (Author)

Full Text Available This paper presents a model for an ergonomic design of an aircraft cockpit with the specification and verification with respect to the new European Aviation Safety Agency (EASA and Federal Aviation Administration (FAA requirements. The goal is to expressing the concepts on which the aircraft cockpit design are based.

Full Text Available This paper presents a model for an ergonomic design of an aircraft cockpit with the specification and verification with respect to the new European Aviation Safety Agency (EASA and Federal Aviation Administration (FAA requirements. The goal is to expressing the concepts on which the aircraft cockpit design is based.

The Royal Society report 'Geoengineering the Climate' identified solar radiation management using albedo-enhancing aerosols injected into the stratosphere as the most affordable and effective option for geoengineering, but did not consider in any detail the options for delivery. This paper provides outline engineering analyses of the options, both for batch-delivery processes, following up on previous work for artillery shells, missiles, aircraft and free-flying balloons, as well as a more lengthy analysis of continuous-delivery systems that require a pipe connected to the ground and supported at a height of 20 km, either by a tower or by a tethered balloon. Towers are shown not to be practical, but a tethered balloon delivery system, with high-pressure pumping, appears to have much lower operating and capital costs than all other delivery options. Instead of transporting sulphuric acid mist precursors, such a system could also be used to transport slurries of high refractive index particles such as coated titanium dioxide. The use of such particles would allow useful experiments on opacity, coagulation and atmospheric chemistry at modest rates so as not to perturb regional or global climatic conditions, thus reducing scale-up risks. Criteria for particle choice are discussed, including the need to minimize or prevent ozone destruction. The paper estimates the time scales and relatively modest costs required if a tethered balloon system were to be introduced in a measured way with testing and development work proceeding over three decades, rather than in an emergency. The manufacture of a tether capable of sustaining the high tensions and internal pressures needed, as well as strong winds, is a significant challenge, as is the development of the necessary pumping and dispersion technologies. The greatest challenge may be the manufacture and launch of very large balloons, but means have been identified to significantly reduce the size of such balloons or aerostats.

Full Text Available The present study aimed at assessing a novel annular-ducted fan lift system for VTOL aircraft through computational fluid dynamics (CFD simulations. The power and lift efficiency of the lift fan system in hover mode, the lift and drag in transition mode, the drag and flight speed of the aircraft in cruise mode and the pneumatic coupling of the tip turbine and jet exhaust were studied. The results show that the annular-ducted fan lift system can have higher lift efficiency compared to the rotor of the Apache helicopter; the smooth transition from vertical takeoff to cruise flight needs some extra forward thrust to overcome a low peak of drag; the aircraft with the lift fan system enclosed during cruise flight theoretically may fly faster than helicopters and tiltrotors based on aerodynamic drag prediction, due to the elimination of rotor drag and compressibility effects on the rotor blade tips; and pneumatic coupling of the tip turbine and jet exhaust of a 300 m/s velocity can provide enough moment to spin the lift fan. The CFD results provide insight for future experimental study of the annular-ducted lift fan VTOL aircraft.

An engine assembly includes an intake assembly, an internal combustion engine defining a plurality of cylinders and configured to combust a fuel and produce exhaust gas, and an exhaust assembly in fluid communication with a first subset of the plurality of cylinders. Each of the plurality of cylinders are provided in fluid communication with the intake assembly. The exhaust assembly is provided in fluid communication with a first subset of the plurality of cylinders, and a dedicated exhaust gas recirculation system in fluid communication with both a second subset of the plurality of cylinders and with the intake assembly. The dedicated exhaust gas recirculation system is configured to route all of the exhaust gas from the second subset of the plurality of cylinders to the intake assembly. Finally, the engine assembly includes a turbocharger having a variable geometry turbine in fluid communication with the exhaust assembly.

Full Text Available Purpose: The effects of aircraft engine emissions within the planetary boundary layer under the landing/ take-off operations contribute sufficiently to deterioration of air pollution in the vicinity of the airports and nearby residential areas. Currently the primary object of airport air quality are the nitrogen oxides and particle matter (PM10, PM2.5 and ultrafine PM emissions from aircraft engine exhausts as initiators of photochemical smog and regional haze, which may further impact on human health. Analysis of PM emission inventory results at major European airports highlighted on sufficiently high contribution of aircraft engines and APU. The paper aims to summarize the knowledge on particle size distributions, particle effective density, morphology and internal structure of aircraft PM, these properties are critical for understanding of the fate and potential health impact of PM. It also aims to describe the basic methods for calculation of emission and dispersion of PM, produced by aircrafts under the LTO operations. Methods: analytical solution of the atmospheric diffusion equation is used to calculate the maximum PM concentration from point emission source. The PM concentration varies inversely proportional to the wind velocity u1 and directly proportional to the vertical component of the turbulent exchange coefficient k1/u1. The evaluation of non-volatile PM concentration includes the size and shape of PM. PolEmiCa calculates the distributions of PM fractions for aircraft and APU exhausts (height of installation was given H=4,5m like for Tupolev-154. Results: The maximum concentration of PM in exhaust from APU is higher and appropriate distance is less than in case for gas. PM polydispersity leads to the separation of maximums concentration in space for individual fractions on the wind direction and therefore it contributes to the reduction of maximum total concentration. Discussion:But although the APU has contributed significantly to

Full Text Available Gravity waves are an important driver for the atmospheric circulation and have substantial impact on weather and climate. Satellite instruments offer excellent opportunities to study gravity waves on a global scale. This study focuses on observations from the Atmospheric Infrared Sounder (AIRS onboard the National Aeronautics and Space Administration Aqua satellite and the Infrared Atmospheric Sounding Interferometer (IASI onboard the European MetOp satellites. The main aim of this study is an intercomparison of stratospheric gravity wave observations of both instruments. In particular, we analyzed AIRS and IASI 4.3 μm brightness temperature measurements, which directly relate to stratospheric temperature. Three case studies showed that AIRS and IASI provide a clear and consistent picture of the temporal development of individual gravity wave events. Statistical comparisons based on a 5-year period of measurements (2008–2012 showed similar spatial and temporal patterns of gravity wave activity. However, the statistical comparisons also revealed systematic differences of variances between AIRS and IASI that we attribute to the different spatial measurement characteristics of both instruments. We also found differences between day- and nighttime data that are partly due to the local time variations of the gravity wave sources. While AIRS has been used successfully in many previous gravity wave studies, IASI data are applied here for the first time for that purpose. Our study shows that gravity wave observations from different hyperspectral infrared sounders such as AIRS and IASI can be directly related to each other, if instrument-specific characteristics such as different noise levels and spatial resolution and sampling are carefully considered. The ability to combine observations from different satellites provides an opportunity to create a long-term record, which is an exciting prospect for future climatological studies of stratospheric

During southern autumn when sunlight was still available, Cassini's Imaging Science Subsystem discovered a cloud around 300 km near Titan's south pole (West, R. A. et al., AAS/DPS Abstracts, 45, #305.03, 2013); the cloud was later determined by Cassini's Visible and InfraRed Mapping Spectrometer to contain HCN ice (de Kok et al., Nature, 514, pp 65-67, 2014). This cloud has proven to be only the tip of an extensive ice cloud system contained in Titan's south polar stratosphere, as seen through the night-vision goggles of Cassini's Composite InfraRed Spectrometer (CIRS). As the sun sets and the gloom of southern winter approaches, evidence is beginning to accumulate from CIRS far-IR spectra that a massive system of nitrile ice clouds is developing in Titan's south polar stratosphere. Even during the depths of northern winter, nothing like the strength of this southern system was evident in corresponding north polar regions.From the long slant paths that are available from limb-viewing CIRS far-IR spectra, we have the first definitive detection of the ν6 band of cyanoacetylene (HC3N) ice in Titan’s south polar stratosphere. In addition, we also see a strong blend of nitrile ice lattice vibration features around 160 cm-1. From these data we are able to derive ice abundances. The most prominent (and still chemically unidentified) ice emission feature, the Haystack, (at 220 cm-1) is also observed. We establish the vertical distributions of the ice cloud systems associated with both the 160 cm-1 feature and the Haystack. The ultimate aim is to refine the physical and possibly the chemical relationships between the two. Transmittance thin film spectra of nitrile ice mixtures obtained in our Spectroscopy for Planetary ICes Environments (SPICE) laboratory are used to support these analyses.

The eruption of Mount Pinatubo in 1991 injected a large amount of SO2 into the stratosphere, which formed sulfate aerosols. Increased scattering and absorption of UV radiation by the enhanced stratospheric SO2 and aerosols decreased the amount of UV radiation reaching the

The eruption of Mount Pinatubo in 1991 injected a large amount of SO2 into the stratosphere, which formed sulfate aerosols. Increased scattering and absorption of UV radiation by the enhanced stratospheric SO2 and aerosols decreased the amount of UV radiation reaching the troposphere, causing

We investigate stratospheric gravity wave observations by the Atmospheric InfraRed Sounder (AIRS) aboard NASA's Aqua satellite and the High Resolution Dynamics Limb Sounder (HIRDLS) aboard NASA's Aura satellite. AIRS operational temperature retrievals are typically not used for studies of gravity waves, because their vertical and horizontal resolution is rather limited. This study uses data of a high-resolution retrieval which provides stratospheric temperature profiles for each individual satellite footprint. Therefore the horizontal sampling of the high-resolution retrieval is 9 times better than that of the operational retrieval. HIRDLS provides 2-D spectral information of observed gravity waves in terms of along-track and vertical wavelengths. AIRS as a nadir sounder is more sensitive to short-horizontal-wavelength gravity waves, and HIRDLS as a limb sounder is more sensitive to short-vertical-wavelength gravity waves. Therefore HIRDLS is ideally suited to complement AIRS observations. A calculated momentum flux factor indicates that the waves seen by AIRS contribute significantly to momentum flux, even if the AIRS temperature variance may be small compared to HIRDLS. The stratospheric wave structures observed by AIRS and HIRDLS often agree very well. Case studies of a mountain wave event and a non-orographic wave event demonstrate that the observed phase structures of AIRS and HIRDLS are also similar. AIRS has a coarser vertical resolution, which results in an attenuation of the amplitude and coarser vertical wavelengths than for HIRDLS. However, AIRS has a much higher horizontal resolution, and the propagation direction of the waves can be clearly identified in geographical maps. The horizontal orientation of the phase fronts can be deduced from AIRS 3-D temperature fields. This is a restricting factor for gravity wave analyses of limb measurements. Additionally, temperature variances with respect to stratospheric gravity wave activity are compared on a

The results of the present low-pressure/continuous-flow laboratory simulations of H2/He/CH4/NH3 atmospheres' plasma-induced chemistry indicate radiation yields of both hydrocarbon and N2-containing organic compounds which increase with decreasing pressure. On the basis of these findings, upper limits of 1 million-1 billion molecules/sq cm/sec are established for production rates of major auroral-chemistry species in the Jovian stratosphere. It is noted that auroral processes may account for 10-100 percent of the total abundances of most of the observed polar-region organic species.

Full Text Available We investigate stratospheric gravity wave observations by the Atmospheric InfraRed Sounder (AIRS aboard NASA's Aqua satellite and the High Resolution Dynamics Limb Sounder (HIRDLS aboard NASA's Aura satellite. AIRS operational temperature retrievals are typically not used for studies of gravity waves, because their vertical and horizontal resolution is rather limited. This study uses data of a high-resolution retrieval which provides stratospheric temperature profiles for each individual satellite footprint. Therefore the horizontal sampling of the high-resolution retrieval is 9 times better than that of the operational retrieval. HIRDLS provides 2-D spectral information of observed gravity waves in terms of along-track and vertical wavelengths. AIRS as a nadir sounder is more sensitive to short-horizontal-wavelength gravity waves, and HIRDLS as a limb sounder is more sensitive to short-vertical-wavelength gravity waves. Therefore HIRDLS is ideally suited to complement AIRS observations. A calculated momentum flux factor indicates that the waves seen by AIRS contribute significantly to momentum flux, even if the AIRS temperature variance may be small compared to HIRDLS. The stratospheric wave structures observed by AIRS and HIRDLS often agree very well. Case studies of a mountain wave event and a non-orographic wave event demonstrate that the observed phase structures of AIRS and HIRDLS are also similar. AIRS has a coarser vertical resolution, which results in an attenuation of the amplitude and coarser vertical wavelengths than for HIRDLS. However, AIRS has a much higher horizontal resolution, and the propagation direction of the waves can be clearly identified in geographical maps. The horizontal orientation of the phase fronts can be deduced from AIRS 3-D temperature fields. This is a restricting factor for gravity wave analyses of limb measurements. Additionally, temperature variances with respect to stratospheric gravity wave activity are

In April 1979, measurements of nitrogen dioxide in the upper atmosphere were made near Soufriere Volcano by twilight optical-absorption techniques. The derived value of 5 x 10 to the 15th molecules per square centimeter column implies an enhancement of 25 percent over earlier abundances measured in the same latitudinal regions. This enhancement may represent the normal stratospheric variability of nitrogen dioxide in the equatorial region, but in any case may be considered an upper limit to the volcano's effect on the total nitrogen dioxide abundance.

An altimeter containing a semiconductor detector has been operated on flight. We have used a stratospheric balloon launched from AIRE-SUR-ADOUR with the C.N.E.S. collaboration. During this assay two apparatus have been used. The first allowed to follow the balloon during its ascension and descent, the second to follow its evolution at its maximum altitude. Informations transmitted by radio and recorded on Magnetophon, have been studied after the flight. Results are identical with these given by the barometer used by the C.N.E.S. in this essay. (authors) [fr

Full Text Available Circulation Model (called the ECHAM 4.5-MOM3-SA OAGCM)31 integrations for the first lead time (i.e. forecasts are made in early November for December- January-February).This model currently is used for operational forecast production at the South African... through modelling and predictability studies should include the knowledge of stratospheric as well as chemical processes (e.g. CO2 and ozone) which contribute to the so-called ‘complete climate system’. This notion was endorsed by the World Climate...

computational results with experiments at General Electric (GE) Aircraft Engines. They used the CFD code PEPSI -G, a three-dimensional, subsonic, PNS...the treatment of flow separation. The PEPSI -G code did not allow for reverse flow but instead substituted a small positive value for any cells where...aforementioned PEPSI -G code was used with a first-order marching scheme and one-dimensional pressure field correction), some results and hypotheses are

Various elements of the NASA aircraft energy efficiency program are described. Regarding composite structures, the development of three secondary and three medium-primary components to validate structural and fabrication technology is discussed. In laminar flow control, the design of advanced airfoils having large regions of supercritical flow with features which simplify laminarization are considered. Emphasis is placed on engine performance improvement, directed at developing advanced components to reduce fuel consumption in current production engines, and engine diagnostics aimed at identifying the sources and causes of performance deterioration in high-bypass turbofan engines. In addition, the results of propeller aerodynamic and acoustic tests have substantiated the feasibility of achieving the propeller efficiency goal of 80% and confirmed that the effect of blade sweep on reducing propeller source noise was 5-6 dB.

This book is based on lectures held at the faculty of mechanical engineering at the Technical University of Kaiserslautern. The focus is on the central theme of societies overall aircraft requirements to specific material requirements and highlights the most important advantages and challenges of carbon fiber reinforced plastics (CFRP) compared to conventional materials. As it is fundamental to decide on the right material at the right place early on the main activities and milestones of the development and certification process and the systematic of defining clear requirements are discussed. The process of material qualification - verifying material requirements is explained in detail. All state-of-the-art composite manufacturing technologies are described, including changes and complemented by examples, and their improvement potential for future applications is discussed. Tangible case studies of high lift and wing structures emphasize the specific advantages and challenges of composite technology. Finally,...

Stratospheric extinction can be derived from ground-based spectral photometric observations of the Sun and other stars (as well as from satellite and aircraft measurements, available since 1979), and is found to increase after large volcanic eruptions. This increased extinction shows a characteristic wavelength dependence that gives information about the chemical composition and the effective (or area weighted mean) radius of the particles responsible for it. Known to be tiny aerosols constituted of sulfuric acid in a water solution, the stratospheric particles at midlatitudes exhibit a remarkable uniformity of their column-averaged effective radii r(sub eff) in the first few months after the eruption. Considering the seven largest eruptions of the twentieth century, r(sub eff) at this phase of peak aerosol abundance is approx. 0.3 micrometers in all cases. A year later, r(sub eff) either has remained about the same size (almost certainly in the case of the Katmai eruption of 1912) or has increased to approx. 0.5 micrometers (definitely so for the Pinatubo eruption of 1991). The reasons for this divergence in aerosol growth are unknown.

We have investigated the long-term trends in and variabilities of stratospheric ozone, water vapor and temperature over the Indian monsoon region using the long-term data constructed from multi-satellite (Upper Atmosphere Research Satellite (UARS MLS and HALOE, 1993-2005), Aura Microwave Limb Sounder (MLS, 2004-2015), Sounding of the Atmosphere using Broadband Emission Radiometry (SABER, 2002-2015) on board TIMED (Thermosphere Ionosphere Mesosphere Energetics Dynamics)) observations covering the period 1993-2015. We have selected two locations, namely, Trivandrum (8.4° N, 76.9° E) and New Delhi (28° N, 77° E), covering northern and southern parts of the Indian region. We also used observations from another station, Gadanki (13.5° N, 79.2° E), for comparison. A decreasing trend in ozone associated with NOx chemistry in the tropical middle stratosphere is found, and the trend turned to positive in the upper stratosphere. Temperature shows a cooling trend in the stratosphere, with a maximum around 37 km over Trivandrum (-1.71 ± 0.49 K decade-1) and New Delhi (-1.15 ± 0.55 K decade-1). The observed cooling trend in the stratosphere over Trivandrum and New Delhi is consistent with Gadanki lidar observations during 1998-2011. The water vapor shows a decreasing trend in the lower stratosphere and an increasing trend in the middle and upper stratosphere. A good correlation between N2O and O3 is found in the middle stratosphere (˜ 10 hPa) and poor correlation in the lower stratosphere. There is not much regional difference in the water vapor and temperature trends. However, upper stratospheric ozone trends over Trivandrum and New Delhi are different. The trend analysis carried out by varying the initial year has shown significant changes in the estimated trend.

Full Text Available Abstract Background The molecular recognition based on the complementary base pairing of deoxyribonucleic acid (DNA is the fundamental principle in the fields of genetics, DNA nanotechnology and DNA computing. We present an exhaustive DNA sequence design algorithm that allows to generate sets containing a maximum number of sequences with defined properties. EGNAS (Exhaustive Generation of Nucleic Acid Sequences offers the possibility of controlling both interstrand and intrastrand properties. The guanine-cytosine content can be adjusted. Sequences can be forced to start and end with guanine or cytosine. This option reduces the risk of “fraying” of DNA strands. It is possible to limit cross hybridizations of a defined length, and to adjust the uniqueness of sequences. Self-complementarity and hairpin structures of certain length can be avoided. Sequences and subsequences can optionally be forbidden. Furthermore, sequences can be designed to have minimum interactions with predefined strands and neighboring sequences. Results The algorithm is realized in a C++ program. TAG sequences can be generated and combined with primers for single-base extension reactions, which were described for multiplexed genotyping of single nucleotide polymorphisms. Thereby, possible foldback through intrastrand interaction of TAG-primer pairs can be limited. The design of sequences for specific attachment of molecular constructs to DNA origami is presented. Conclusions We developed a new software tool called EGNAS for the design of unique nucleic acid sequences. The presented exhaustive algorithm allows to generate greater sets of sequences than with previous software and equal constraints. EGNAS is freely available for noncommercial use at http://www.chm.tu-dresden.de/pc6/EGNAS.

A study was conducted to investigate the relationship between preferences in automobile exhaust noise and the demographic factors of a listening jury. Noise samples of four different vehicles were recorded at idle as well as at 3000 RPM, and 1/3 octave sound spectra were acquired simultaneously. The recordings were presented to the jury using headphones and a preference survey was administered. Zwicker loudness was computed for all samples. Demographic factors such as gender, age, current and future vehicle ownership, were correlated to listening preferences, and unforeseen results were found, especially in regards to sport utility vehicles (SUV).

Full Text Available Ozone and carbon monoxide measurements sampled during two commercial flights in airstreams of a summertime midlatitude cyclone are analysed with a Lagrangian-based study (backward trajectories and a Reverse Domain Filling technique to gain a comprehensive understanding of transport effects on trace gas distributions. The study demonstrates that summertime cyclones can be associated with deep stratosphere-troposphere transport. A tropopause fold is sampled twice in its life cycle, once in the lower troposphere (O3≃100 ppbv; CO≃90 ppbv in the dry airstream of the cyclone, and again in the upper troposphere (O3≃200 ppbv; CO≃90 ppbv on the northern side of the large scale potential vorticity feature associated with baroclinic development. In agreement with the maritime development of the cyclone, the chemical composition of the anticyclonic portion of the warm conveyor belt outflow (O3≃40 ppbv; CO≃85 ppbv corresponds to the lowest mixing ratios of both ozone and carbon monoxide in the upper tropospheric airborne observations. The uncertain degree of confidence of the Lagrangian-based technique applied to a 100 km segment of upper level airborne observations with high ozone (200 ppbv and relatively low CO (80 ppbv observed northwest of the cyclone prevents identification of the ozone enrichment process of air parcels embedded in the cyclonic part of the upper level outflow of the warm conveyor belt. Different hypotheses of stratosphere-troposphere exchange are discussed.

Full Text Available The variability of the north-polar stratospheric vortex is a prominent aspect of the middle atmosphere. This work investigates a wide class of statistical models with respect to their ability to model geopotential and temperature anomalies, representing variability in the polar stratosphere. Four partly nonstationary, nonlinear models are assessed: linear discriminant analysis (LDA; a cluster method based on finite elements (FEM-VARX; a neural network, namely the multi-layer perceptron (MLP; and support vector regression (SVR. These methods model time series by incorporating all significant external factors simultaneously, including ENSO, QBO, the solar cycle, volcanoes, to then quantify their statistical importance. We show that variability in reanalysis data from 1980 to 2005 is successfully modeled. The period from 2005 to 2011 can be hindcasted to a certain extent, where MLP performs significantly better than the remaining models. However, variability remains that cannot be statistically hindcasted within the current framework, such as the unexpected major warming in January 2009. Finally, the statistical model with the best generalization performance is used to predict a winter 2011/12 with warm and weak vortex conditions. A vortex breakdown is predicted for late January, early February 2012.

An aerobiology sampling flight at 20 km was conducted on 28 April 2008 over the Pacific Ocean (36.5° N, 118–149° W), a period of time that coincided with the movement of Asian dust across the ocean. The aim of this study was to confirm the presence of viable bacteria and fungi within a transoceanic, atmospheric bridge and to improve the resolution of flight hardware processing techniques. Isolates of the microbial strains recovered were analyzed with ribosomal ribonucleic acid (rRNA) sequencing to identify bacterial species Bacillus sp., Bacillus subtilis, Bacillus endophyticus, and the fungal genus Penicillium. Satellite imagery and ground-based radiosonde observations were used to measure dust movement and characterize the high-altitude environment at the time of collection. Considering the atmospheric residency time (7–10 days), the extreme temperature regime of the environment (-75°C), and the absence of a mechanism that could sustain particulates at high altitude, it is unlikely that our samples indicate a permanent, stratospheric ecosystem. However, the presence of viable fungi and bacteria in transoceanic stratosphere remains relevant to understanding the distribution and extent of microbial life on Earth.

During the past several years, much attention has been focused on the destruction of ozone by anthropogenic pollutants such as the nitrogen oxides and chlorofluoromethane. Little or no attention has been given to the influence on ozone of an increased carbon dioxide concentration for which a measurable growth has been observed. Increased carbon dioxide can directly affect ozone by perturbing atmospheric temperatures, which will alter ozone production, whose rate displays a fairly strong temperature dependence. This paper presents one-dimensional model results for the steady state ozone behavior when the CO 2 concentration is twice its ambient level which account for coupling between chemistry and temperature. When the CO 2 level doubled, the total ozone burden increased in relation to the ambient burden by 1.2--2.5%, depending on the vertical diffusion coefficient used. Above 30 km. In this region the relation variations were insensitive to the choice of diffusion coefficient. Below 30 km, ozone concentrations were smaller than the unperturbed values and were sensitive to the vertical diffusion profile in this region (10--30 km). Ozone decreases in the lower stratosphere because of a reduction in ozone-producing solar radiation, which results in smaller downward ozone fluxes from the region at 25--30 km relative to the flux values for the ambient atmosphere. These offsetting changes occurring in the upper and lower stratosphere act to minimize the variation in total ozone

Based on radiative transfer calculations it is studied whether Polar Stratospheric Clouds (PSCs) can be detected by the new Global Ozone Monitoring Experiment (GOME) onboard the second European Research Satellite (ERS-2) planned to be launched in winter 1994/95. It is proposed to identify PSC covered areas by use of an indicator, the Normalized Radiance Difference (NRD), which relates the difference of two spectral radiances at 0.5 μm and 0.7 μm to one radiance measured in the center of the oxygen A-band at 0.76 μm. The presence of PSCs and under conditions of large solar zenith angles Θ>80 the NRD values are clearly below those derived under conditions of a cloud free stratosphere. In this case the method is successful for PSCs with optical depths greater than 0.03 at 0.55 μm. It is not affected by existing tropospheric clouds and by different tropospheric aerosol loadings or surface albedoes. For solar zenith angles Θ<80 PSCs located above a cloud free troposphere are detectable. PSC detection becomes difficult for Θ<80 when highly reflecting tropospheric clouds like dense cirrus or stratus clouds affect spectral radiances measured at the top of the atmosphere. (orig.)

Full Text Available Monthly mean NCEP reanalysis potential vorticity fields at the 650 K isentropic level over the Northern and Southern Hemispheres between 1979 and 1997 were studied using multivariate analysis tools. Principal component analysis in the T-mode was applied to demonstrate the validity of such statistical techniques for the study of stratospheric dynamics and climatology. The method, complementarily applied to both the raw and anomaly fields, was useful in determining and classifying the characteristics of winter and summer PV fields on both hemispheres, in particular, the well-known differences in the behaviour and persistence of the polar vortices. It was possible to identify such features as sudden warming events in the Northern Hemisphere and final warming dates in both hemispheres. The stratospheric impact of other atmospheric processes, such as volcanic eruptions, also identified though the results, must be viewed at this stage as tentative. An interesting change in behaviour around 1990 was detected over both hemispheres.

The southern hemisphere stratospheric winter of 2002 was the most unusual winter yet observed in the southern hemisphere climate record. Temperatures near the edge of the Antarctic polar vortex were considerably warmer than normal over the entire course of the winter. The polar night jet was considerably weaker than normal, and was displaced more poleward than has been observed in previous winters. These record high temperatures and weak jet resulted from a series of wave events that took place over the course of the winter. The first large event occurred on 15 May, and the final warming occurred on 25 October. The propagation of these wave events from the troposphere is diagnosed from time series of Eliassen-Palm flux vectors. The wave events tended to occur irregularly over the course of the winter, and pre-conditioned the polar night jet for the extremely large wave event of 22 September. This large wave event resulted in the first ever observed major stratospheric warming in the southern hemisphere. This wave event split the Antarctic ozone hole. The combined effect of the wave events of the 2002 winter resulted in the smallest ozone hole observed since 1988.

In diesel engines, NOx formation is a highly temperature-dependent phenomenon and takes place when the temperature in the combustion chamber exceeds 2000 K. Therefore, in order to reduce NOx emissions in the exhaust, it is necessary to keep peak combustion temperatures under control. One simple way of ...

Full Text Available The controllability of military transport aircraft deteriorates at heavy single piece landing. To solve this problem and a specific methodology for pilotage of the pre-emption, and automation tools are being developed. Preliminary study ofpilotage technique and authomatic control algorythm demand a reliable mathematical model of aircraft dynamics at cargo item drop. Such model should take into account significant change in the position of the aircraft center of mass and aircraft inertia tensor. Simplified models were based on modeling the movement of the center of mass and rotation around the cen- ter of mass of the aircraft. Such models do not take into account the inertial forces and moments of moving a cargo item. This circumstance does not allow to obtain reliable results in the simulation. The article presents the description of the complete mathematical model of the movement of military transport aircraft in landing of a cargo item. Examines the com- plex material system of solids and a detailed description of the properties of its components. The equations of motion of the aircraft as a system carrier (aircraft without a cargo item and wear (of moving a cargo item bodies to reflect the changes in the inertia tensor. The functioning of the power plant, steering actuators, flight control system, an exhaust chute, the sen- sors of the primary information are taken into account. The equations of motion for systems of bodies projected on the air- craft reference plane are being recorded. This approach takes into account changes of the inertia tensor and the position of the main central axes of inertia in the process of landing of a cargo item. It allows us to simulate the condition of the air- craft at all speeds of the pitch, normal overload, and masses of single piece and placement, as evidenced by the high con- vergence of modeling results with data from flight tests.

Full Text Available The purpose of this study was to delineate the topological dynamics of pain and discomfort during constant exercise performed until volitional exhaustion. Eleven physical education students were tested while cycling and running at a "hard" intensity level (e.g., corresponding to Borg's RPE (6-20 = 15. During the tests, participants reported their discomfort and pain on a body map every 15s. "Time on task" for each participant was divided into five equal non-overlapping temporal windows within which their ratings were considered for analysis. The analyses revealed that the number of body locations with perceived pain and discomfort increased throughout the five temporal windows until reaching the mean (± SE values of 4.2 ± 0.7 and 4.1 ± 0.6 in cycling and running, respectively. The dominant locations included the quadriceps and hamstrings during cycling and quadriceps and chest during running. In conclusion, pain seemed to spread throughout the body during constant cycling and running performed up to volitional exhaustion with differences between cycling and running in the upper body but not in the lower body dynamics.

Full Text Available Recent reports about propulsion without reaction mass have been met on one hand with enthusiasm and on the other hand with some doubts. Namely, closed metal cavities, when fueled with microwaves, have delivered thrust that could eventually maintain satellites on orbits using solar power. However, the measured thrust appears to be without any apparent exhaust. Thus the Law of Action-Reaction seems to have been violated. We consider the possibility that the exhaust is in a form that has so far escaped both experimental detection and theoretical attention. In the thruster’s cavity microwaves interfere with each other and invariably some photons will also end up co-propagating with opposite phases. At the destructive interference electromagnetic fields cancel. However, the photons themselves do not vanish for nothing but continue in propagation. These photon pairs without net electromagnetic field do not reflect back from the metal walls but escape from the resonator. By this action momentum is lost from the cavity which, according to the conservation of momentum, gives rise to an equal and opposite reaction. We examine theoretical corollaries and practical concerns that follow from the paired-photon conclusion.

A power source is provided for use with selective catalytic reduction systems for exhaust-gas purification. The power source includes a first cylinder group with a first air-intake passage and a first exhaust passage, and a second cylinder group with a second air-intake passage and a second exhaust passage. The second air-intake passage is fluidly isolated from the first air-intake passage. A fuel-supply device may be configured to supply fuel into the first exhaust passage, and a catalyst may be disposed downstream of the fuel-supply device to convert at least a portion of the exhaust stream in the first exhaust passage into ammonia.

Highlights: • Recycling of waste printed circuit boards is an important issue. • Pyrolysis is an emerging technology for PCB treatment. • Emission factors of VOCs are determined for PCB pyrolysis exhaust. • Iron-Al{sub 2}O{sub 3} catalyst was employed for the exhaust control. -- Abstract: The printed circuit board (PCB) is an important part of electrical and electronic equipment, and its disposal and the recovery of useful materials from waste PCBs (WPCBs) are key issues for waste electrical and electronic equipment. Waste PCB compositions and their pyrolysis characteristics were analyzed in this study. In addition, the volatile organic compound (VOC) exhaust was controlled by an iron-impregnated alumina oxide catalyst. Results indicated that carbon and oxygen were the dominant components (hundreds mg/g) of the raw materials, and other elements such as nitrogen, bromine, and copper were several decades mg/g. Exhaust constituents of CO, H{sub 2}, CH{sub 4}, CO{sub 2}, and NOx, were 60–115, 0.4–4.0, 1.1–10, 30–95, and 0–0.7 mg/g, corresponding to temperatures ranging from 200 to 500 °C. When the pyrolysis temperature was lower than 300 °C, aromatics and paraffins were the major species, contributing 90% of ozone precursor VOCs, and an increase in the pyrolysis temperature corresponded to a decrease in the fraction of aromatic emission factors. Methanol, ethylacetate, acetone, dichloromethane, tetrachloromethane and acrylonitrile were the main species of oxygenated and chlorinated VOCs. The emission factors of some brominated compounds, i.e., bromoform, bromophenol, and dibromophenol, were higher at temperatures over 400 °C. When VOC exhaust was flowed through the bed of Fe-impregnated Al{sub 2}O{sub 3}, the emission of ozone precursor VOCs could be reduced by 70–80%.

Presented work is based on an extensive CFD simulation of the exhaust stroke of a single-cylinder four-stroke internal combustion engine with the exhaust manifold attached. Since the dynamics of the exhaust flow are extremely 3D, an innovative approach to calculate the local entropy generation is developed and implemented in the discussed 3D numerical model. It allows temporal and spatial determination of critical regions and periods of entropy generation in the process with objective to reduce it.

The effects of exhaust temperature on infrared signature (in 3–5 μm band) for a helicopter equipped with integrative infrared suppressor were numerically investigated. The internal flow of exhaust gas and the external downwash flow, as well as the mixing between exhaust gas and downwash were simulated by CFD software to determine the temperature distributions on the helicopter skin and in the exhaust plume. Based on the skin and plume temperature distributions, a forward–backward ray-tracing method was used to calculate the infrared radiation intensity from the helicopter with a narrow-band model. The results show that for a helicopter with its integrative infrared suppressor embedded inside its rear airframe, the exhaust temperature has significant influence on the plume radiation characteristics, while the helicopter skin radiation intensity has little impact. When the exhaust temperature is raised from 900 K to 1200 K, the plume radiation intensity in 3–5 μm band is increased by about 100%, while the skin radiation intensity is increased by only about 5%. In general, the effects of exhaust temperature on helicopter infrared radiation intensity are mainly concentrated on plume, especially obvious for a lower skin emissivity case. -- Highlights: ► The effect of exhaust temperature on infrared signature for a helicopter is numerically investigated. ► The impact of exhaust temperature on helicopter skin temperature is revealed. ► The impact of exhaust temperature on plume radiation characteristics is revealed. ► The impact of exhaust temperature on helicopter skin radiation is revealed. ► The impact of exhaust temperature on helicopter's total infrared radiation intensity is revealed

National Oceanic and Atmospheric Administration, Department of Commerce — Western Pacific typhoon aircraft reconnaissance data from the years 1946 - 1965 and 1978, excluding 1952, were transcribed from original documents, or copy of...

...: Many future advanced aircraft concepts being considered by the Air Force fall outside the current aerodynamic design practice and will rely heavily on the use of flow control technology to optimize flight performance...

Future changes in the stratospheric circulation could have an important impact on northern winter tropospheric climate change, given that sea level pressure (SLP) responds not only to tropospheric circulation variations but also to vertically coherent variations in troposphere-stratosphere circulation. Here we assess northern winter stratospheric change and its potential to influence surface climate change in the Coupled Model Intercomparison Project-Phase 5 (CMIP5) multimodel ensemble. In the stratosphere at high latitudes, an easterly change in zonally averaged zonal wind is found for the majority of the CMIP5 models, under the Representative Concentration Pathway 8.5 scenario. Comparable results are also found in the 1% CO2 increase per year projections, indicating that the stratospheric easterly change is common feature in future climate projections. This stratospheric wind change, however, shows a significant spread among the models. By using linear regression, we quantify the impact of tropical upper troposphere warming, polar amplification, and the stratospheric wind change on SLP. We find that the intermodel spread in stratospheric wind change contributes substantially to the intermodel spread in Arctic SLP change. The role of the stratosphere in determining part of the spread in SLP change is supported by the fact that the SLP change lags the stratospheric zonally averaged wind change. Taken together, these findings provide further support for the importance of simulating the coupling between the stratosphere and the troposphere, to narrow the uncertainty in the future projection of tropospheric circulation changes.

A Goddard Earth Observing System Chemistry- Climate Model (GEOSCCM) simulation with strong tropical non-orographic gravity wave drag (GWD) is compared to an otherwise identical simulation with near-zero tropical non-orographic GWD. The GEOSCCM generates a quasibiennial oscillation (QBO) zonal wind signal in response to a tropical peak in GWD that resembles the zonal and climatological mean precipitation field. The modelled QBO has a frequency and amplitude that closely resembles observations. As expected, the modelled QBO improves the simulation of tropical zonal winds and enhances tropical and subtropical stratospheric variability. Also, inclusion of the QBO slows the meridional overturning circulation, resulting in a generally older stratospheric mean age of air. Slowing of the overturning circulation, changes in stratospheric temperature and enhanced subtropical mixing all affect the annual mean distributions of ozone, methane and nitrous oxide. Furthermore, the modelled QBO enhances polar stratospheric variability in winter. Because tropical zonal winds are easterly in the simulation without a QBO, there is a relative increase in tropical zonal winds in the simulation with a QBO. Extratropical differences between the simulations with and without a QBO thus reflect the westerly shift in tropical zonal winds: a relative strengthening of the polar stratospheric jet, polar stratospheric cooling and a weak reduction in Arctic lower stratospheric ozone.

Understanding the mechanisms that control the temperature of the polar lower stratosphere during spring is key to understanding ozone loss in the Arctic polar vortex. Spring ozone loss rates are directly tied to polar stratospheric temperatures by the formation of polar stratospheric clouds, and the conversion of chlorine species to reactive forms on these cloud particle surfaces. In this paper, we study those factors that control temperatures in the polar lower stratosphere. We use the National Centers for Environmental Prediction (NCEP)/NCAR reanalysis data covering the last two decades to investigate how planetary wave driving of the stratosphere is connected to polar temperatures. In particular, we show that planetary waves forced in the troposphere in mid- to late winter (January-February) are principally responsible for the mean polar temperature during the March period. These planetary waves are forced by both thermal and orographic processes in the troposphere, and propagate into the stratosphere in the mid and high latitudes. Strong mid-winter planetary wave forcing leads to a warmer Arctic lower stratosphere in early spring, while weak mid-winter forcing leads to cooler Arctic temperatures.

The application of general circulation models (GCM's) to stratospheric chemistry and transport both permits and requires a thorough investigation of stratospheric water vapor. The National Center for Atmospheric Research has redesigned its GCM, the Community Climate Model (CCM2), to enable studies of the chemistry and transport of tracers including water vapor; the importance of water vapor to the climate and chemistry of the stratosphere requires that it be better understood in the atmosphere and well represented in the model. In this study, methane is carried as a tracer and converted to water; this simple chemistry provides an adequate representation of the upper stratospheric water vapor source. The cold temperature bias in the winter polar stratosphere, which the CCM2 shares with other GCM's, produces excessive dehydration in the southern hemisphere, but this dry bias can be ameliorated by setting a minimum vapor pressure. The CCM2's water vapor distribution and seasonality compare favorably with observations in many respects, though seasonal variations including the upper stratospheric semiannual oscillation are generally too small. Southern polar dehydration affects midlatitude water vapor mixing ratios by a few tenths of a part per million, mostly after the demise of the vortex. The annual cycle of water vapor in the tropical and northern midlatitude lower stratosphere is dominated by drying at the tropical tropopause. Water vapor has a longer adjustment time than methane and had not reached equilibrium at the end of the 9 years simulated here.

Current research in Artificial Neural Networks indicates that networks offer some potential advantages in adaptation and fault tolerance. This research is directed at determining the possible applicability of neural networks to aircraft control. The first application will be to aircraft trim. Neural network node characteristics, network topology and operation, neural network learning and example histories using neighboring optimal control with a neural net are discussed.

for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and...Fighter aircraft systems and weapons designs are known to involve substantial capital investment . Due to possible budget constraints in the U.S. Navy, the...of fighter aircraft to analysts and decision-makers before they invest further resources into larger-scale, higher-resolution simulations for

The role that analysis plays in the development, production, and substantiation of aircraft structures is discussed. The types, elements, and applications of failure that are used and needed; the current application of analysis methods to commercial aircraft advanced composite structures, along with a projection of future needs; and some personal thoughts on analysis development goals and the elements of an approach to analysis development are discussed.

Work performed during the 25th month on NAS1-18889, Advanced Technology Composite Aircraft Structures, is summarized. The main objective of this program is to develop an integrated technology and demonstrate a confidence level that permits the cost- and weight-effective use of advanced composite materials in primary structures of future aircraft with the emphasis on pressurized fuselages. The period from 1-31 May 1991 is covered.

A centrifugal separator is disposed in the midway of an exhaustion pipe of a nuclear fuel handling facility, and exhausted gases are sent into a rotational cylinder of the separator. Radon gases in the midway of exhaustion are separated from the exhaustion gases by the centrifugal force of the separator and caused to stagnate at the periphery of the circumferential wall of the rotational cylinder. At the same time, the exhaustion gases having the radon gases separated therefrom are exhausted from the periphery of a rotational shaft of the rotational cylinder. Then, the radon gases stagnated in the rotational cylinder are decayed depending on the half-decay time. With such procedures, the radon gases can be removed continuously without discharging them to the outside. Further, it is preferred that an exhaustion blower or the like for putting the inside of the nuclear fuel handing facility to a negative pressure is disposed as in a conventional case. Further, a plurality of centrifugal separators may be disposed to exhaustion pipes, to remove radon gases in the exhaust gases by a multi stage way. Radon gases can be removed in a saved space with no requirement for exchange of adsorbents or temperature control. (T.M.)

Dfgfdg Due to international environmental regulations, aircraft turbojet manufacturers are required to analyze the gases exhausted during engine operation (CO, CO2, NOx, particles, unburned hydrocarbons (aka UHC), among others).Standard procedures, which involve sampling the gases from the exhaust plume and the analysis of the emissions, are usually complex and expensive, making a real need for techniques that allow a more frequent and reliable emissions measurements, and a desire to move from the traditional gas sampling-based methods to real time and non-intrusive gas exhaust analysis, usually spectroscopic. It is expected that the development of more precise and faster optical methods will provide better solutions in terms of performance/cost ratio. In this work the analysis of high-speed infrared emission spectroscopy measurements of plume exhaust are presented. The data was collected during the test trials of commercial engines carried out at Turbojet Testing Center-INTA. The results demonstrate the reliability of the technique for studying and monitoring the dynamics of the exhausted CO2 by the observation of the infrared emission of hot gases. A compact (no moving parts), high-speed, uncooled MWIR spectrometer was used for the data collection. This device is capable to register more than 5000 spectra per second in the infrared band ranging between 3.0 and 4.6 microns. Each spectrum is comprised by 128 spectral subbands with aband width of 60 nm. The spectrometer operated in a passive stand-off mode and the results from the measurements provided information of both the dynamics and the concentration of the CO2 during engine operation.

Ozone forms in the Earth's atmosphere from the photodissociation of molecular oxygen, primarily in the tropical stratosphere. It is then transported to the extratropics by the Brewer-Dobson circulation (BDC), forming a protective ozone layer around the globe. Human emissions of halogen-containing ozone-depleting substances (hODSs) led to a decline in stratospheric ozone until they were banned by the Montreal Protocol, and since 1998 ozone in the upper stratosphere is rising again, likely the recovery from halogen-induced losses. Total column measurements of ozone between the Earth's surface and the top of the atmosphere indicate that the ozone layer has stopped declining across the globe, but no clear increase has been observed at latitudes between 60° S and 60° N outside the polar regions (60-90°). Here we report evidence from multiple satellite measurements that ozone in the lower stratosphere between 60° S and 60° N has indeed continued to decline since 1998. We find that, even though upper stratospheric ozone is recovering, the continuing downward trend in the lower stratosphere prevails, resulting in a downward trend in stratospheric column ozone between 60° S and 60° N. We find that total column ozone between 60° S and 60° N appears not to have decreased only because of increases in tropospheric column ozone that compensate for the stratospheric decreases. The reasons for the continued reduction of lower stratospheric ozone are not clear; models do not reproduce these trends, and thus the causes now urgently need to be established.

Ozone forms in the Earth's atmosphere from the photodissociation of molecular oxygen, primarily in the tropical stratosphere. It is then transported to the extratropics by the Brewer-Dobson circulation (BDC), forming a protective "ozone layer" around the globe. Human emissions of halogen-containing ozone-depleting substances (hODSs) led to a decline in stratospheric ozone until they were banned by the Montreal Protocol, and since 1998 ozone in the upper stratosphere is rising again, likely the recovery from halogen-induced losses. Total column measurements of ozone between the Earth's surface and the top of the atmosphere indicate that the ozone layer has stopped declining across the globe, but no clear increase has been observed at latitudes between 60degS and 60degN outside the polar regions (60-90deg). Here we report evidence from multiple satellite measurements that ozone in the lower stratosphere between 60degS and 60degN has indeed continued to decline since 1998. We find that, even though upper stratospheric ozone is recovering, the continuing downward trend in the lower stratosphere prevails, resulting in a downward trend in stratospheric column ozone between 60degS and 60degN. We find that total column ozone between 60degS and 60degN appears not to have decreased only because of increases in tropospheric column ozone that compensate for the stratospheric decreases. The reasons for the continued reduction of lower stratospheric ozone are not clear; models do not reproduce these trends, and thus the causes now urgently need to be established.

Full Text Available An airborne chemical ionization ion trap mass spectrometer instrument (CI-ITMS has been developed for tropospheric and stratospheric fast in-situ measurements of PAN (peroxyacetyl nitrate and PPN (peroxypropionyl nitrate. The first scientific deployment of the FASTPEX instrument (FASTPEX = Fast Measurement of Peroxyacyl nitrates took place in the Arctic during 18 missions aboard the DLR research aircraft Falcon, within the framework of the POLARCAT-GRACE campaign in the summer of 2008. The FASTPEX instrument is described and characteristic properties of the employed ion trap mass spectrometer are discussed. Atmospheric data obtained at altitudes of up to ~12 km are presented, from the boundary layer to the lowermost stratosphere. Data were sampled with a time resolution of 2 s and a 2σ detection limit of 25 pmol mol−1. An isotopically labelled standard was used for a permanent on-line calibration. For this reason the accuracy of the PAN measurements is better than ±10% for mixing ratios greater than 200 pmol mol−1. PAN mixing ratios in the summer Arctic troposphere were in the order of a few hundred pmol mol−1 and generally correlated well with CO. In the Arctic boundary layer and lowermost stratosphere smaller PAN mixing ratios were observed due to a combination of missing local sources of PAN precursor gases and efficient removal processes (thermolysis/photolysis. PPN, the second most abundant PAN homologue, was measured simultaneously. Observed PPN/PAN ratios range between ~0.03 and 0.3.

The effects of the stratospheric sulfate aerosol layer associated with the Mt. Pinatubo volcano and future volcanic eruptions on the recovery of the ozone layer is studied with an interactive two-dimensional photochemical model. The time varying chlorine loading and the stratospheric cooling due to increasing carbon dioxide have been taken into account. The computed ozone and temperature changes associated with the Mt. Pinatubo eruption in 1991 agree well with observations. Long model runs out to the year 2050 have been carried out, in which volcanoes having the characteristics of the Mount Pinatubo volcano were erupted in the model at 10-year intervals starting in the year 2010. Compared to a non-volcanic run using background aerosol loading, transient reductions of globally averaged column ozone of 2-3 percent were computed as a result of each of these eruptions, with the ozone recovering to that computed for the non-volcanic case in about 5 years after the eruption. Computed springtime Arctic column ozone losses of from 10 to 18 percent also recovered to the non-volcanic case within 5 years. These results suggest that the long-term recovery of ozone would not be strongly affected by infrequent volcanic eruptions with a sulfur loading approximating Mt. Pinatubo. Sensitivity studies in which the Arctic lower stratosphere was forced to be 4 K and 10 K colder resulted in transient ozone losses of which also recovered to the non-volcanic case in 5 years. A case in which a volcano five times Mt. Pinatubo was erupted in the year 2010 led to maximum springtime column ozone losses of 45 percent which took 10 years to recover to the background case. Finally, in order to simulate a situation in which frequent smaller volcanic eruptions result in increasing the background sulfate loading, a simulation was made in which the background aerosol was increased by 10 percent per year. This resulted in a delay of the recovery of column ozone to 1980 values of more than 10 years.

In this work, we aim at constraining the diffusive and advective transport processes in Jupiter's stratosphere, using Cassini/CIRS observations published by Nixon et al. (2007,2010). The Cassini-Huygens flyby of Jupiter on December 2000 provided the highest spatially resolved IR observations of Jupiter so far, with the CIRS instrument. The IR spectrum contains the fingerprints of several atmospheric constituents and allows probing the tropospheric and stratospheric composition. In particular, the abundances of C2H2 and C2H6, the main compounds produced by methane photochemistry, can be retrieved as a function of latitude in the pressure range at which CIRS is sensitive to. CIRS observations suggest a very different meridional distribution for these two species. This is difficult to reconcile with their photochemical histories, which are thought to be tightly coupled to the methane photolysis. While the overall abundance of C2H2 decreases with latitude, C2H6 becomes more abundant at high latitudes. In this work, a new 2D (latitude-altitude) seasonal photochemical model of Jupiter is developed. The model is used to investigate whether the addition of stratospheric transport processes, such as meridional diffusion and advection, are able to explain the latitudinal behavior of C2H2 and C2H6. We find that the C2H2 observations are fairly well reproduced without meridional diffusion. Adding meridional diffusion to the model provides an improved agreement with the C2H6 observations by flattening its meridional distribution, at the cost of a degradation of the fit to the C2H2 distribution. However, meridional diffusion alone cannot produce the observed increase with latitude of the C2H6 abundance. When adding 2D advective transport between roughly 30 mbar and 0.01 mbar, with upwelling winds at the equator and downwelling winds at high latitudes, we can, for the first time, reproduce the C2H6 abundance increase with latitude. In parallel, the fit to the C2H2 distribution is

The University of Minnesota collaborated with the Paul Scherrer Institute, the University of Wisconsin (UWI) and Ricardo, Inc to physically and chemically characterize the exhaust plume from recruited gasoline spark ignition (SI) vehicles. The project objectives were: (1) Measure representative particle size distributions from a set of on-road SI vehicles and compare these data to similar data collected on a small subset of light-duty gasoline vehicles tested on a chassis dynamometer with a dilution tunnel using the Unified Drive Cycle, at both room temperature (cold start) and 0 C (cold-cold start). (2) Compare data collected from SI vehicles to similar data collected from Diesel engines during the Coordinating Research Council E-43 project. (3) Characterize on-road aerosol during mixed midweek traffic and Sunday midday periods and determine fleet-specific emission rates. (4) Characterize bulk- and size-segregated chemical composition of the particulate matter (PM) emitted in the exhaust from the gasoline vehicles. Particle number concentrations and size distributions are strongly influenced by dilution and sampling conditions. Laboratory methods were evaluated to dilute SI exhaust in a way that would produce size distributions that were similar to those measured during laboratory experiments. Size fractionated samples were collected for chemical analysis using a nano-microorifice uniform deposit impactor (nano-MOUDI). In addition, bulk samples were collected and analyzed. A mixture of low, mid and high mileage vehicles were recruited for testing during the study. Under steady highway cruise conditions a significant particle signature above background was not measured, but during hard accelerations number size distributions for the test fleet were similar to modern heavy-duty Diesel vehicles. Number emissions were much higher at high speed and during cold-cold starts. Fuel specific number emissions range from 1012 to 3 x 1016 particles/kg fuel. A simple